elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The #1 Engine [Oil Filter] bypass light illuminated. As per crew and QRH (Quick Reference Handbook); engine required to be shut down as a precaution. [Aircraft] diverted to ZZZ for repair.




Synopsis: A Boeing 737 diverted as a precaution due to indicated engine oil issue.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Final Approach; Climb; Takeoff / Launch
ATC / advisory: Center ZZZ
Aircraft component: DME
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Troubleshooting; Workload; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At V1 we had a master caution light illuminate; I turned it off and noted I had lost my attitude indicator. We continued the departure profile and at 10;000 feet I began the QRH procedures to correct an IRS fault. We complied with the checklist and ended it at the point where the fault light extinguishes. My attitude indicator was slowly returning. At this point we had elected to return to the departure airport due to the failure; loss of the autopilot; and the weather enroute. As I was checking the overweight landing procedures in Part 1 and the QRH; the fault came back on with the loss of more instruments on my PFD. We were already running the checklists for our return and did not return to the IRS Fault Checklist. At one point I noticed our airspeed had exceeded 250 [knots] below 10;000 feet which we promptly corrected. On final approach I declared an emergency due to the overweight landing. The landing was smooth and uneventful.I believe we handled this in a good manner as did the FAA inspector who was giving us a check ride. The only issue perhaps is that the checklist had two choices the light extinguishes or the light remains illuminated; our light did extinguish for awhile; long enough for me to move on to  and complete other checklists. When it came back on it seemed I lost more instruments on my PFD and my ND. It was day VFR and the airport was in front of us so we just continued and landed.




Synopsis: A B737-800 IRS failed during takeoff and because it would not properly reset the aircraft was returned to the departure airport for an overweight landing.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Aircraft component: Brake System
Component problem: Failed; Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I landed on Runway XX following a short cross country from ZZZ. After landing; I was given taxi instructions to the FBO via backtaxi on Runway XX/XY. Toward the end of the runway/taxi route the aircraft became sluggish. I tested the brakes and ensured the parking brake was all the way off. This was done  while exiting at taxiway into FBO. Having been cleared to the FBO and having a lineman in sight the brakes seemed to be working normally again however before I attempted to turn down the line of parked aircraft I gave them one more check while planning to stop well short of the lineman and remain clear of any people or personnel on the ramp in case the brakes failed to work or worked uncommanded in an asymmetric fashion. Upon that test the brakes failed. I cut the engine; shut off all electrical power; exited and chalked the aircraft. Smoke was observed emanating from the left main landing gear. FBO personnel were quick to respond and used a fire bottle and fire extinguisher on the left main gear. After that we observed the aircraft for 30 minutes before approaching to observe the damage. It is suspected a brake failure caused a leak of brake fluid on the brakes which were still warm from landing and a long taxi. As it was a holiday weekend; it is going to be Tuesday until the aircraft can be inspected and replacement parts ordered. As such; I returned home via commercial carrier. Upon reviewing my aircraft logs I noted that I made a clerical error in my own notes and believed that the aircraft annual inspection was due by the end of September when in fact it was due at the end of Aug. As such an annual inspection will also be required and ordered before it is flown off field.




Synopsis: PA-28 pilot notices brake problem during after landing taxi. After subsequent failure; he successfully stops and deals with the smoking brake.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Time Pressure; Situational Awareness; Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Human Factors; Chart Or Publication; Airspace Structure; Procedure
Primary problem: Human Factors

Narrative: [We were] cleared for the visual approach. Pilot in Command hand flew the visual approach. Switched to Tower and was cleared to land. During the descent to land Pilot in Command got too low. Second in Command informed Pilot in Command to climb as aircraft was too low and almost hit terrain Pilot in Command said he was good; Second in Command advised Pilot in Command to immediately climb. Pilot in Command was reluctant to climb. Tower informed us that we were too low for that sector of the approach and to Immediately climb. Pilot in Command climbed back up to 3;100 feet from 2;000 feet; then landed normally. Pilot in Command lost situational awareness during a visual approach. Pilot in Command initially did not react and did not listen to advice from Second in Command that the aircraft was too low on the Approach. It was not until the ATC Tower Controller told crew to immediately climb to 3;100 feet; did the Pilot in Command react and then climb back up to 3;100 feet. Suggest that the company discusses and better trains flight crews in performing visual approaches at day and night and to somehow incorporate improved Crew Resource Management Training so that if a Second in Command tells the Pilot in Command to climb or descend Immediately; he or she will listen and react immediately; and then ask questions later when the risk factor has been mitigated.




Synopsis: First Officer Pilot Monitoring reported the Pilot Flying flew too low on a Visual Approach and did not respond to his instructions to climb to avoid terrain until ATC also instructed them to climb.
Date: 201809
Local time of day: 1201-1800
Location: ZOB.ARTCC, OH
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Second aircraft: Aero Commander 500 Series
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: Aircraft Y was inbound that needed to descend; with Aircraft X departing out of DTW. Aircraft X needed to climb above Aircraft Y. We descended Aircraft Y and told him to descend quickly; it looked as though it was not going to work; and we ended up turning Aircraft Y a total of 35 degrees right; and Aircraft X got a 20 degree left turn; neither of which seemed to do much; and separation was lost; barely. At HUD and DET; we had a pretty complex situation with a military block on UHF; and other aircraft on other frequencies so the congestion was a major factor. Also; with the new Metroplex redesign; the traffic volume in certain parts of the sector is different than it was; as well as the times at which we get busy.  Aircraft Y did not seem to do anything to help the situation either. The lows were also very congested with frequencies and odd traffic. We just need to get more used to the new complexity and timing of busy traffic related to Metroplex.




Synopsis: ZOB Enroute Controller reported a loss of separation occurred between a departing CRJ and an inbound AC90; due in part to the complexity of the Metroplex.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Aircraft component: Antiskid System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Troubleshooting; Time Pressure; Training / Qualification; Human-Machine Interface; Confusion
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance; Person Flight Crew
When detected: In-flight; Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: When pulling into the gate; a large flat spot was found on the Number 3 tire and the tire was deflated. A normal landing and normal braking was made. Taxied off and back to the gate normally. On short final; the ANTISKID light illuminated intermittently; but the approach was continued due to intermittent illumination. The light was not illuminated during the actual landing. The Number 3 tire was written up along with the ANTISKID light and the aircraft was given to Maintenance. If put in the same situation; I would recommend a go-around to investigate the intermittent light and possibly divert to a longer runway.


Second narrative: The landing was firm but appeared normal. On the rollout; braking felt normal and stopping margin was not a factor. Also; on short final; the AUTOBRAKE light and ANTISKID lights were intermittent. On short final; I assumed it was just an autobrake problem. I wrote up the Number 3 tire and the intermittent anti-skid light. Maintenance changed the Number 3 and Number 4 tires and grounded the aircraft. I should have gone around and better analyzed the problem.


Synopsis: A B737-700's AUTOBRAKE and ANTISKID lights illuminated intermittently on final. After landing and parking at the gate; Number 3 tire was flat and Number 4 tire was also changed.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Landing Runway XXL in ZZZ. FO flying. It was a stable approach. He flared slightly high and we floated and may have landed passed the touchdown zone. I was about to say Go-Around just as we touched down. I contribute my late call out due to flying the red-eye from ZZZZ.I haven't flown in a couple of months. The First Officer hasn't flown much as well. Even during a stable approach in good weather; be prepared for a go around; and always be ready to call it out; if warranted.


Second narrative: I was landing Runway XXL in ZZZ. I had a stable approach.  I started the flare at 20 feet and I floated.  I may have landed just past the touchdown zone.It was late after an all night rocket trip from ZZZZ-ZZZ.I will be going to ZZZ1 for landing currency sim; since I haven't had enough currency in the right seat in 3 months.  Some of this can be attributed to lack of flying during the COVID-19 crisis.


Synopsis: Air carrier flight crew reported they may have landed passed the touchdown zone. First Officer stated lack of flying contributed to the event.
Date: 201907
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Aircraft component: Elevator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I operated Aircraft X ZZZ - ZZZ1. I was the Pilot Flying. Flight was routine until we were about 170 miles out of ZZZ1. My First Officer was having problems with his radios when answering. We finally figured out that the problem was his ACP (Audio Control Panel) panel. It was causing problems with his speaker and Mic. He could only hear out of my side. I told him to make the landing and I will do the radios. It was just after that time we got a F/CTL ELAC 2 PITCH FAULT ECAM (Electronic Centralized Aircraft Monitor). We got the book out and went through the reset procedure. When we reset the ELAC (Elevator Aileron Control) we received a FLT CONTROL ELAC 2 FAULT and F/ CTL L ELEV FAULT. I should also mention that on takeoff on [Runway] 28L in ZZZ when I rotated the aircraft it felt unresponsive with pitch initially. I even mentioned to [First Officer] that the CG must have been wrong; so this now got my attention. Descent was now upon us and we started down. When reading the notes in the book about no use of the speed brakes and Flaps 3 landing with a note that said we would lose normal law and revert to direct law when we dropped the gear. I decided to try to communicate with Dispatch and Maintenance. I had them call me and with the radio issues and was able to confirm what we had read in the handbook. The work load was really starting to increase at this point. I told [First Officer] I would take control of the aircraft. With the degradation of the elevator system along with being unable to use the speed brakes to meet ATC constraints on the STAR; I decided to [advise ATC]. I briefed our Purser about the situation but did not prep the cabin. ATC got us right in and we landed on Runway 9 with no issues. It should be noted that when we dropped the gear we never did go to direct law. We did have elevator flutter on the descent however.




Synopsis: Flight crew flying A320 encountered multiple system failures in flight.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.TRACON, MA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Medium Transport
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class B ZZZ
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Workload
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approach from the west on the arrival; on IFR flight plan; in VFR conditions; planning a visual landing on Runway 29.Aircraft is equipped with [a] FMS system. Regular copilot was not available for trip; so I was flying with a contract pilot in right seat who; it turns out; did not have complete mastery over the [FMS] system. Therefore; I had to do most of the programming of the FMS; and I did program the reference STAR.Near ZZZZZ intersection; we were given a heading change for traffic; and a descent clearance to 3;000 ft. I switched from NAV to HDG mode; complied with turn; and started the descent. Believing that we were no longer required to track on the arrival route; I selected 'direct ZZZZZ' (fix on the Runway 19 ILS approach course); inserted the inbound course; and executed the command. The result; which was expected; was that the course and fixes that were previously displayed on the MFD disappeared; and were replaced with a depiction of the final approach course fixes and runway.Shortly thereafter; the approach controller asked if we were proceeding to ZZZZZ. I replied that we were not and asked for a vector. His reply was 'no problem'; and he gave us the vector.The reason I asked for the vector was that it was a very busy time in the cockpit; the copilot was having trouble re-programming the FMS for the ZZZZZ One Arrival; I didn't have time to do it while managing the flying duties; and it seemed to be the best course of action.My recommendations are: 1. To not change FMS programming from 'arrival' to 'approach' mode until you ascertain that you have been cleared off the STAR; and 2. To make sure that your fellow pilot is fully qualified in the operation of your NAV equipment.




Synopsis: General Aviation Jet Captain on Standard Terminal Arrival Route proceeded to the Initial Approach Fix before being cleared off the arrival. The Aircraft had been given a heading for traffic.
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fan Reverser
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending thru FL180; checking Status Page on Descent flow we observed:'ENG2 at Idle on GRD''ENG2 Max Pwr Idle'INOP SYS:'REVERSER 2''ENG2 THR'[There was; however; no ECAM message; No Immediate Action; No ECAM Exception; No QRH Procedure or guidance in the QRHI asked a jumpseating Captain to see if there was something in the ECAM Supplemental Guide for supportive information. [Although I understand the] ECAM Supplemental is for actual ECAM and Crew Awareness [and that] we never received an ECAM [however it appeared] we had a possible situation with the Number 2 Reverser. The guide did provide some insight into what COULD be wrong. We discerned that a probable reason is there could be a disagreement relating to the FADEC and Thrust Lever Position. Nevertheless; we figured this had to with Reverser Door position with the STS/Inop SYS messages.The ECAM Supplemental Guide under 'ENG REVERSER PRESSURIZED' explains...'Reverse Thrust System Pressurized Without Reverse Deployment order'ACTION: 'THR LVR 2..... Idle' 'If flight conditions permit; reduce thrust lever of affected engine to IDLE as a precautionary measure'.What we didn't know was if the reverser was pressurized or not. What we DID know [is] if the reverser sleeve/door opened it would not be good.Landing distance [decrement was] quickly checked and verified with 25% increase.  We were in a position to land [while] on base leg when I made the decision to bring the Thrust Lever to IDLE as a PRECAUTIONARY measure. We briefed and used BOTH reversers on touchdown. Landing and rollout were normal with BOTH thrust reversers operating. STS messages and INOP SYS cleared.After shutdown; a Maintenance Message: ENG2 FADEC [was displayed][An MEL:] 'Reverser Inop' was added for next flight.




Synopsis: Odd Status page messages--observed during completion of the Descent Checklist--regarding the right engine reverser but which had not triggered an ECAM message/resolution presented a quandary to the flight crew of an A320.