elihoole/asrs-aviation-reports huggingface dataset:
Date: 201501
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Citation Excel (C560XL)
Operator: Air Carrier
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At takeoff; shortly after flaps retraction at 400 feet; the Stab Miscompare annunciator illuminated; and the Hyd Press and Master Caution Lights came on. We cancelled the Master Caution; contacted ATC to advise of our inability to accelerate beyond 200 knots due to an equipment malfunction; continued our climb to a safe altitude; ran the checklists; and then decided to return to the airport for a precautionary landing when there was a loud 'Bang' or thump heard and felt in the airframe when we disconnected the Hydraulic Press Circuit Breaker per the abnormal checklist.After running the associated checklists; which also included pushing the circuit breaker back in at the beginning of the approach; the Stab miscompare remained illuminated until we extended the flaps to 15-degress. The Hyd Press remained on; however; until we later extended the landing gear; at which time it extinguished. A normal landing was made on Rwy 26R and we taxied in and parked uneventfully.I'm not sure what we could have done to avoid this. There were no prior indications of a pending malfunction that we were aware of.


Second narrative: [Report narrative contained no additional information.]


Synopsis: A CE-560 STAB MIS COMP alerted after takeoff followed by a HYD PRESS light so the abnormal checklists were completed and the flight returned to the departure airport.
Date: 201905
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Procedure; Company Policy; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I was working sectors combined. A tower called requesting IFR release of 2 aircraft; one; Aircraft X on the IFR ODP and the second westbound IFR. I released both aircraft. Aircraft X was the first aircraft airborne approximately 3.5 miles south of the airport heading NW bound. The ODP should have taken the aircraft east. Aircraft X checked in with me and I replied what are you doing and then issued a low altitude alert. I asked the Aircraft X if they had the terrain in sight and they replied yes. In the meantime Tower rejected the other aircrafts takeoff clearance; which would have put the two aircraft in the same proximity heading towards each other. Aircraft X was on the boundary of a 2;700/3;000 foot MVA (Minimum Vectoring Altitude) heading NW bound. I didn't give the aircraft a heading to maintain; I was comfortable with direction he was heading while he climbed. I was summoned to the QA (Quality Assurance) office to review the event. We discussed the event and I was told by the team I did a good job. During the event the District Office informed QA that there was nothing done for a total of SEVEN minutes which was absolutely false! Today I was given a PRC from my immediate supervisor informing me that the District was forcing my facility to issue me a PRC for failing to issue a heading. This sector is a VFR/IFR training area and happens quite frequently. I would like the local flying academies first work on bettering pilots on the English Language prior to flying and second be held more accountable for their actions.




Synopsis: SCT TRACON Controller reported an aircraft flew the departure procedure incorrectly placing it below the Minimum Vectoring Altitude.
Date: 201205
Local time of day: 1201-1800
Location: MROC.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Rain; Thunderstorm
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON MROC
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: We were cleared for the ILS DME Runway 07 at MROC and cleared to descend to 7;000 FT on the LOC. About 20 NM from the airport inside LOPEZ descending through 9;000 just about to intercept the glideslope; we received an AURAL WARNING; from EGPWS; TERRAIN; TERRAIN; TERRAIN; PULL UP. We were in weather IMC and rain showers; so the First Officer; immediately performed the escape maneuver; and the warning ceased immediately. We requested a right turn to avoid thunderstorm buildup to the north and climbed initially to 12;000 FT then recleared to 14;000. We were vectored in sequence for another approach with no warning on the second approach. The minimum vectoring altitude where we were; based on raw data was 6;000 FT.


Second narrative: After holding due to weather and aircraft traffic at MROC airport we were on final for the MROC ILS Runway 07 approach. While on the localizer and at approximately 8;000 FT in a rain storm/IMC conditions near the TOMAS Intersection we received a 'terrain-terrain-pull up' aural warning. I was the pilot flying and initiated a mandatory 'escape maneuver climb' due to the IMC conditions. I climbed the aircraft and we eventually leveled off at 14;000 FT with ATC clearance. We returned to holding due to weather/aircraft traffic in the area and then completed an uneventful approach/landing into Runway 07 at MROC.


Synopsis: B737-800 flight crew approaching TOMAS Intersection at 8;000 FT arriving MROC in IMC receives an EGPWS terrain warning and executes the escape maneuver. A second approach flown in a similar manor produces no warning.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Level at FL370 L AFT entry door light on. Pressurization was normal. Per QRH procedure; cabin crew was instructed to verify door handle was closed. It was slightly raised; and per procedure; cabin crew moved handle to closed position. Warning light initially extinguished; but re- illuminated. Cabin crew reported handle rose up again. Per QRH procedure; as handle was not in closed position; we elected to divert. Dispatch was notified and they concurred with divert decision.




Synopsis: B737-800 Captain reports a left aft entry door light on at FL370. The cabin crew finds the door handle slightly raised and moves it to the closed position extinguishes the light. The door warning light returns and the handle is found slightly raised again and elects to divert for maintenance.
Date: 201412
Local time of day: 1801-2400
Location: DFW.Airport, TX
Flight conditions: Mixed
Weather elements / visibility: Rain; 5
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B DFW
ATC / advisory: TRACON D10
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Weather; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: On a vectored departure from DFW we were level at our assigned altitude of 10;000 and on an assigned westwardly heading in IMC. While IMC we were issued traffic at our 1 o'clock southbound who would be descending on the arrival through our altitude. We were issued a climb to 11;000 and began our climb. While climbing through roughly 10;200 we exited IMC and immediately saw 2 recognition lights at our 1 o'clock in close proximity with no relative motion. Recognizing we were on a collision course; I immediately reduced the throttle; aggressively pitched over and started a left descending turn. We deviated from our assigned heading by approximately 45 degrees and descended roughly 400 feet during the escape maneuver. We advised ATC that we were avoiding traffic and that it seemed really close. Our aircraft was not equipped with TCAS; so we did not receive a traffic alert or resolution advisory.


Second narrative: On climb out from DFW while receiving vectors; we were told to remain at 10;000 ft and expect higher in a few minutes. We were in and out of the tops of the clouds when we saw what appeared to be the recognition lights of a large aircraft on a collision course with us. When we inquired about the location and direction of the aircraft to ATC; they were unable to provide a prompt response. We took evasive action to avoid what appeared to be a possible collision. Later it was reported that this aircraft was clear of us by 2000 ft vertically and 2 miles horizontally.


Synopsis: A flight crew departed DFW on a vector took evasive action at 10;200 feet from unreported traffic as they departed IMC into night VMC.
Date: 201908
Local time of day: 1801-2400
Location: PHL.Airport, PA
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B PHL
ATC / advisory: Tower PHL
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: On final about two miles out at 600 feet; we observed what looked to be a drone passing the aircraft on the left. It was red and white about the size of a small goose. I recall it passing off our left wing by about 50 feet at our altitude. I made a slight bank to the right but we were past it so fast that it wouldn't have made a difference if it was on track to hit us. We reported it to the Tower and landed without further incident. The Tower Controller gave me a number to call. I called the Tower and gave them the details of the incident. We saw the drone fly by the left wing; we could only see it for about 2 seconds. The drone was flying too high near a busy airport. I banked slightly to the right as a reflex and continued the approach. Hopefully we can collect a data base of drone sighting descriptions. Police could use this data base so that when they see drones flying around airports even at legal altitudes; they can see if the drone matches any descriptions of near miss situations and act accordingly.




Synopsis: An air carrier pilot on short final reported a NMAC with a drone.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; 7
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: On the way from ZZZ; the airplane lost electrical power. Enroute; I decided to activate the autopilot after which the alt circuit breaker popped out and the avionics started flickering. I notified it to ATC immediately and decided to request clearance to proceed back to ZZZ. I chose to go to ZZZ since I am familiar of the airport and had we lost [communications] proceeded to the original destination; I wouldn't have been able to pick up weather on the way. The radios became intermittent and then I squawked the 7500 by mistake. I intended to squawk 7600; but somehow entered the wrong squawk code. ZZZ TRACON somehow notified us on our intermittent radio and we corrected the squawk code. On our clearance back to ZZZ; I told ZZZ TRACON that we will shoot the RNAV XX approach and then we lost all radios completely. We landed uneventfully by using the ForeFlight app on my iPad. That was the best option in my opinion since I didn't have any navigation source remaining.




Synopsis: C182 pilot reported losing electrical power and squawking wrong code of 7500.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Landing; [Runway] 34 to the north. Landed a little hard. When that happened my left control stick switch top popped off which let my hand come off the control stick; this took me by surprise and I started to run off the asphalt runway into the grass between the runway and the taxiway. I took control and reentered the runway and continued to my home/hangar without incident. No damage to the airport/airplane was done.




Synopsis: Private pilot reported a brief runway excursion following a hard landing.
Date: 201705
Local time of day: 1201-1800
Location: CNW.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Sport 19
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground CNW
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: My student and I landed at CNW for a training flight. We exited RWY 17L and was told by the tower to taxi back to and hold short of runway 17R at taxiway hotel. We taxied via the ramp to what I thought was a taxiway that parallels a grass triangle between the ramp and 17R. I expected to see taxiway markings as we entered what I thought was taxiway delta only to realize that they were in fact hold short markings. The ramp at CNW is rather large and we did not realize the hold short markings were there due to the curvature of the ramp and line of sight.  They are also not depicted on the airport diagram. We exited the area as quickly as we could and continued our taxi to RWY 17R at Hotel. Ground never said anything to us about it nor did we receive a brasher warning. We departed CNW and returned to our base airport.Contributing factors: the hold short area was not depicted on the airport diagram. There was so signage nearby to indicate the hold short line. The hold short markings did not parallel or follow the active runway and as a result we didn't expect to see them there. I brought up the subject at our last aviation safety meeting; but no one from CNW was in attendance. I intend to continue to follow up on the matter.




Synopsis: Beech 19 flight instructor reported being cleared to taxi to Runway 17R and hold short of Taxiway Hotel after landing Runway 17L at CNW. Runway 17R was formerly a taxiway and a very long hold line runs along its west side which was inadvertently crossed approaching Hotel.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After deplaning in ZZZ the gate agent informed my First Officer that a passenger had a lithium battery in his carry-on bag which had been placed in the baggage compartment. I'm guessing that it was a smart bag that was found by the baggage handlers when unloading. They took pictures and informed the gate agent. She told the First Officer who then informed me about the situation. I talked to the agent who told me that the passenger said he 'forgot' about the battery. She forwarded her report to customer service.




Synopsis: Air Carrier Captain reported passenger gate checked bag containing lithium ion battery was transported in the cargo compartment in violation of HAZMAT regulations.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Angle of Attack Vane
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Following a reduced power takeoff; correctly computed for Runway XX and the correct aircraft weight; the Captain (while hand flying) commanded 'flaps up' at 1;000 AGL with airspeed at 170K and accelerating (a long green acceleration indication on both speed tapes) and with a rate of climb of 500 FPM. When I raised the flap handle from the 6.6 degree position to the 0 detent the stick shaker immediately activated with at least the Captain's PLI [Pitch Limit Indicator] indicating red (no confirmation can be given about the status of the First Officer's PLI). The speed tape was well above a stall indication on both sides. The Captain decreased the pitch attitude further to level flight with a slight descending bias and after the airspeed increased another ~10K the stick shaker ceased. Pitch was adjusted to achieve a normal climb rate and no further stick shaker events occurred during the flight. We believed our weight and balance calculations to be mostly accurate since the approach and landing on our inbound flight; with flaps set to 50 and airspeed flown at exactly computed Vref plus 5; was completely normal in all respects; with a large AOA margin indicated on the PLI throughout the entire approach and landing. We confirmed that the First Officer's takeoff data was accurate. No CFDS [Computer Flight Data System] faults indicated any confirmable problem with either the AOA system or FCC [Flight Control Computer]system. Maintenance ran the best diagnostic tests they could on the AOA systems and the stick shaker systems and could find no observable/measurable problem.




Synopsis: An MD-10 flight crew received an inexplicable stick shaker when retracting the flaps up from 6.6 degrees after takeoff.  An immediate lowering of angle of attack extinguished the warning after a gain of ~10KIAS.  Examination of weight and balance and performance data provided no explanation and a maintenance inspection was equally negative.