elihoole/asrs-aviation-reports huggingface dataset:
Date: 201401
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 12
Aircraft: PA-34 Seneca Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After rotation and on initial climb; the aircraft continued to pitch up; the elevator trim was moved to down trim and the cables became loose and tangled. I leveled off at 5;000 FT MSL which is approximately 500 FT AGL; with full forward elevator pressure and declared an emergency on 122.90 'Unicom'. I announced to an aircraft holding short of runway I would be landing [on that] runway and that there were 3 souls on board. The landing was uneventful and I taxied back to the tie down spot and wrote a maintenance discrepancy in the rental log and spoke with the manager of the flight school that the aircraft need maintenance.




Synopsis: PA34 pilot reported the aircraft was difficult to control in pitch shortly after takeoff because the trim cables were loose and tangled.
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Training / Qualification
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending on the arrival; Number 3 Engine flamed out. No aircraft vibrations or fire/damage indications. [We] accomplished QRH Procedures; engine shutdown; engine restart attempted one time unsuccessfully.  Landed; fire crew checked aircraft; no fire/damage indications; received permission from Maintenance Control to taxi to parking.


Second narrative: [This Report contains no additional information.]


Synopsis: A MD11's number three engine flamed out with no secondary indications; checklist was complete; an emergency declared and the flight landed uneventfully.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right after rotation heard circuit breakers popping and lost my airspeed and altimeter on the First Officer's PFD. After checking in with departure we told them that we needed to return due to a problem with the aircraft. We were told to level at 3;000 and left turn to 270 degrees to setup for the left downwind; which is the longest runway available. After running the appropriate checklists for the level one items we declared an emergency and were vectored for a 30 mile final and setup early to make sure that none of the failures would effect our approach and landing. The landing normal and uneventful; after taxing in we found out that 7 circuit breakers had popped on rotation; causing the failures and error messages that we had received.


Second narrative: On rotation; numerous circuit breakers popped causing multiple alerts and failure of data on First Officer PFD. Climbed to safe altitude; ran appropriate checklists and declared emergency; air turn back. Once on ramp determined that 7 CB's had popped: engine ignition B Engine #1 // air data computer #1 // hydraulic quantity indicator #3 // hydraulic quantity indicator #1 // turbine bypass valve #3 // APU system and door power // HF Comm #2.


Synopsis: MD11 flight crew reports the sound of circuit breakers tripping as the aircraft rotates and loss of the First Officer's airspeed and altitude indication. An emergency is declared and flight returns to departure airport with no further issues. Seven circuit breakers are found tripped on post flight.
Date: 201510
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were finished boarding and I was doing my compliance check walking through the cabin with 42 passengers. When I came back to the front the bridge that connects the A/C (Aircraft) with the jet bridge was pulled back already. I then asked the gate agent why he did it. He just shrugged his shoulders and was surprised that I even asked him. Then I said to him very firm: 'Put it right back.' He said: 'Why?' Then I told him 'this is a safety issue and you cannot pull that bridge until I am ready.' I also asked him if he had received the paperwork from the CA (Captain) yet and he said 'no'. Then he continued to argue with me and did not put the bridge back. He asked again 'Why?' Then I said 'what if we have to evacuate and then there is no bridge?' His answer: 'Then I put it back.' I said: 'You put it back right now!' He still wouldn't do it. The CA had heard our conversation; got out of his seat and just motioned him to put the bridge back which he then finally did. Then the CA asked me to get him to come to the cockpit door because he wanted to talk with him. He explained to him again why the gate agent cannot pull that bridge until we are ready and I tell him it is ok. He then argued with the CA about it and still didn't get it why he had to do it. And when he finally pulled the bridge; after I told him it was okay now; I closed the door 7 min early. We were not running late and even if we would have there still was no reason to try to close early.




Synopsis: After returning to the front of the aircraft prior to door closure; an EMB145 Flight Attendant discovered that the Gate Agent removed the small connecting bridge and asked him to put it back. The agent asks 'why'; but does not put it back until the Captain intervenes.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: RV-7
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On controlled approach [we were cleared to land by the tower] into Runway XX at ZZZ; a departing airplane (single engine personal) passed almost directly over us with approximately 100 ft. - 150 ft. separation. Apparently this aircraft made a right turn out on departure from Runway 17 and then another right turn to depart to the north as we were turning final to the south. The reason for this report is that the tower did not advise us of oncoming traffic or sound any alert (this is the reason we have a tower at ZZZ after all). In this instance; the presence of a manned tower actually created more risk than would have an untowered airport because at the latter; the pilots would have been talking to each other and made each other aware of their position and proximity.There was a relatively new controller working approaches and departures at the time; this was definitely a factor. However; the senior controller at this facility was working 'ground' and presumably was backing up the new controller. However; the relatively new controller apparently was not advised to alert us to oncoming traffic. I have X00 hours flying into and out of this airport with over a thousand landings at ZZZ and this was the closest unalerted 'miss' I have experienced. There should have been an alert voiced; I almost took evasive action and would have had the oncoming plane been any closer. Its fortunate we saw the traffic but only did so with 300 ft. horizontal separation. The 'new' controller has been working at this facility for approximately X months and ZZZ is not that busy of an airport. Basic pilot approach/departure traffic alerts should be nearly automatic by now. This controller requires close supervision and; if performance does not improve; reassignment may be indicated to maintain safety.




Synopsis: RV7A Single Pilot reported a new tower controller failed to provide departure aircraft alert thereby resulting in an NMAC event.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Try to be more proactive with Maintenance especially when the aircraft has a history of fume events and not fly that particular aircraft until the problem has been found.




Synopsis: A320 Captain reported a fume event on aircraft with a history of fume issues.
Date: 202111
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Human-Machine Interface; Communication Breakdown; Situational Awareness
Second reporter function: Technician
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue; Ground Event / Encounter Object
Detector: Person Maintenance
When detected: Other Heavy Maintenance
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Equipment / Tooling; Human Factors
Primary problem: Equipment / Tooling

Narrative: Operated the left MLG (Main Landing Gear) jack during gear swing. When we were close to the required height of the MLG tires off the ground; the tail jack failed and brought the tail down and nose up. I ran from under the wing to seek safety.


Second narrative: While jacking aircraft; aircraft tail jack failed; causing aircraft damage. I was in the wheel well at the time; verifying the level condition with the plumb bob during the jacking process. Plumb bob showed 0 degrees pitch and roll.


Synopsis: B737-800 technicians reported that as the tail jack failed in the middle of jacking the aircraft; the aircraft tail dropped hard on the tail jack; causing significant damage to the tail section.
Date: 201604
Local time of day: 1801-2400
Location: MSP.Airport, MN
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MSP
ATC / advisory: TRACON M98
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: In cruise flight; I mistakenly briefed the ILS 12L at MSP while my intent had been to brief the ILS 12R (both charts were on my 'clipboard' as both runways were in use). The ILS 12R was properly entered into the FMS; but due to the briefing error we both hard tuned the wrong localizer frequency. At 5000 feet when vectored and cleared for the ILS 12R; I joined the 12R course in LNAV (magenta) and as I switched to approach mode (green) I noted the displacement between the two needles and realized the mistake as the aircraft turned left. I quickly went back to LNAV and requested the PM to enter the correct frequency in both sides. The approach was armed again and continued normally. Our lateral deviation was likely similar to a 'bad vector' where the aircraft captures the localizer but does so after half-scale displacement.As a pilot group we seem to be very good at having the PM verify fixes and altitudes (and speeds) on arrival procedures (STARs); but seem to lack the same FMS cross-check when the PF briefs the approach chart itself. Whether briefing a departure procedure at the gate; an arrival procedure; or an approach; one pilot needs to be verifying the same information is in the FMS. Also; by 'hard tuning' the localizer frequencies (as most of us are taught in the sim and IOE); we introduced an element of human error in the system. The airplane is capable of auto-tuning the frequency for the programmed approach; and had we let it auto-tune; this situation may have been avoided.




Synopsis: EMB-175 Captain reported a track deviation occurred on approach to MSP when the flight crew tuned in the wrong ILS frequency.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: [It was a] normal pattern to a base leg. After deploying flaps; the boost pump was accidentally switched on; which flooded the engine and caused a total loss of engine power. Due to the low altitude and the flaps being fully deployed; the aircraft could not glide to the runway; so I made the decision to take control and land off to the left side just short of the runway. The aircraft stopped rolling approximately 25 feet before the runway threshold. There appears to be no damage to the area where the landing occurred or to the aircraft itself. There is no sign of mechanical failure; only pilot error.




Synopsis: A36TN Bonanza pilot reported accidentally switching on the boost pump causing an engine failure at low altitude; resulting in an off-runway landing.
Date: 202109
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Flying; Captain
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were on final on 16R coming into Denver. As we intercepted the course and set flaps to 5 we received a TCAS RA to descend. We could see Aircraft Y lining up for 16L to our upper left. The RA indicated that we descend. The CA began to lower the nose in accordance with the RA. Aircraft X did not go away even though we complied with its guidance. Naturally we became distracted with the RA and soon realized we were low on the glideslope. We simultaneously realized we were low just as the glideslope warning sounded. We observed 4 red lights on the PAPI. Fortunately the RA stopped. We were able to level; configure and complete a stabilized approach and landing.


Second narrative: On final approach into Denver on Runway 16R - another aircraft was on the parrallel approach to 16L.  This aircraft was above us and descending.  We followed the TCAS RA instructions to descend and notified Tower Control of the RA.  TCAS RA ended and the we landed without further issues.


Synopsis: Air carrier flight crew reported they received a TCAS RA caused by an aircraft landing on the parallel runway during final approach to Runway 16R at DEN airport.  The crew responded to the RA; but descended too low and received a glideslope warning. Once the RA was resolved; the crew were able to stabilize the aircraft and continued their approach and landing.
Date: 202201
Local time of day: 0001-0600
Location: I90.TRACON, TX
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B IAH
ATC / advisory: TRACON I90
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: At about 40 NM east; northeast of IAH at 10;000 ft. we experienced what we thought to be a 5G event. We first became aware of it by the gear warning horn sounding and 3 red gear lights illuminating above the gear handle. It only lasted a couple of seconds; and then it flickered and sounded again. This time the Captain noticed his radio altimeter rapidly fluttering from around 1000 ft. to 1200 ft. This happened intermittently about 3 to4 times until it stopped. It all happened very quickly and I would say we hadn't traveled more than 5 miles from when it started to when it stopped. The warning horn was so loud and distracting it was hard to hear ATC; or ourselves for that matter.


Second narrative: 10;000 ft. 40 miles northeast of airport; gear warning sounded [and the] radio altimeter read 1000 to 1100 ft. It cycled three times; then went away. Lasted about a minute [with] 5-10 seconds in between [alerts].


Synopsis: B737 flight crew reported a temporary 5G event during initial approach in which the gear warning horn and red gear handle lights alerted; accompanied by a radar altimeter fluctuation. The event repeated approximately three times during a short period but ceased for the remainder of flight.
Date: 201203
Location: ZZZZ.ARTCC, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Wing Skin
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Relief Pilot
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Passenger
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 30 minutes into the flight the relief pilot came to the cockpit to advise there was a section of a panel on the left wing that was sticking up in the wind stream. A passenger noticed it first. The Captain called Dispatch and then had Maintenance Control and the Duty Manager on the line (SATCOM). It was agreed by all parties that the safest action would be to divert. There was a concern that the piece might depart the aircraft and hit the tail. The diversion was coordinated with Dispatch and the Duty Manager. We agreed on landing overweight at 345;000 LBS landing performance was received for Dispatch for landing. An emergency was not declared. The flight landed normally and the Fire Department followed the aircraft to the gate.


Second narrative: Approximately 30 minutes after departure; at cruise; Lead Flight Attendant told me; as I was beginning my rest break that a passenger had noticed a panel on the left wing that was raised a few inches into the air stream. I checked the wing surface and reported to the flight deck. The Captain went back to look at the discrepancy; discussed the issue via SATCOM with Dispatch. The decision was made to do a precautionary divert. We also discussed the option of fuel jettison from the center tank; but that would have still resulted in an overweight landing. Dispatch sent runway data for an overweight landing (325;000 approximately). The descent; approach and landing were uneventful and we requested that crash; fire; rescue examine the main gear tires and brakes before continuing to the gate.


Synopsis: B767-300 flight crew is informed by passengers in cruise that part of the left wing near the engine was sticking up into the slip stream in an abnormal fashion. After discussion with Maintenance the crew diverts to a suitable airport. Upon being viewed by Maintenance on the ground the aircraft is taken out of service.