elihoole/asrs-aviation-reports huggingface dataset:
Date: 202002
Local time of day: 0601-1200
Location: ZKC.ARTCC, KS
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZKC
ATC / advisory: Center ZKC
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Troubleshooting; Confusion; Distraction; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During my initial climb to 5000 ft; I experienced a total loss of GPS signal on my Avidyne IFD550; IFD440; Aspen MFD and Garmin Aera 796. Flight was on an IFR flight plan in VMC. I reverted to flying V14 SGF V63 using VOR navigation from the IFD550. However; the signal loss also disabled the IFD's DME display to provide location along the airway. That required using the IFD440 to provide a cross-radial check for position along the airway. I was also able to use my Iphone 10 with Foreflight for situational awareness. That device maintained GPS functionality. Upon landing in ZZZ; all signals came back and displays were normal during roll-out and taxi. The same issue happened on the return flight around 5300 MSL in the climb. My troubleshooting including turning off the IFD440 (it was the newest radio and recently installed). Within 20 seconds; all GPS signals were normal and all devices functioned normally. I left the IFD440 off for the duration. Had this been a flight in IMC; it would have been quite a workload for situational awareness. I would likely have requested vectors to the nearest airport; but without DME; it would have increased the workload even on an ILS. I was proactive to have redundancy onboard (two radios; PFD/MFD with backup GPS; and a portable Aera 796. That redundancy didn't help in this case. A suggestion would be to provide a better awareness to pilots to discuss options/likely cause of a total loss of GPS signals across multiple devices. The airplane is currently in the shop. The likely culprit is a Garmin antenna failure. A Service Center Communique from Garmin likely applies. It reads in part:'Garmin has become aware that in some dual GPS installations; a single failed antenna can cause both systems to drop satellites. In this case; failure of one antenna interferes with but does not cause damage to the working antenna.'The two antennas were not replaced when I upgraded the radios from a Garmin 540w/430w to the IFD 550/440.




Synopsis: GA pilot reported a GPS failure due to an onboard equipment failure.
Date: 201910
Local time of day: 0601-1200
Location: HPN.Airport, NY
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class D HPN
ATC / advisory: TRACON N90
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Initial climb out HPN RWY 16 HPN7 departure. Passing through 2000ft climbing 3000ft on the SID profile ATC query's our altitude. We reply and are informed we should have leveled off at 2000ft. We immediately leveled and descended back to 2000ft. Reaching 2000ft we were handed off to the next controller and given a climb.Charted top altitude 3000ft. 2000ft given in verbal ATC departure clearance prior to pushback. Altitude selector initially set off charted top altitude and clearance change in altitude was not caught in brief. Check altitude pre-selector with both clearance altitude and the SID not just the SID.




Synopsis: First Officer reported climbing to the charted SID altitude instead of the initial altitude restriction assigned in their verbal clearance.
Date: 202008
Local time of day: 1201-1800
Location: PDX.Airport, OR
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown

Narrative: We pushed off for eastbound taxi. Taxiway K to A4 is approved for our wingspan. However; the center stripe appears to put them extremely close to boundary stripes.  Under the wrong weather conditions this possibly could result in damage to aircraft or facilities.Repaint stripe or heavily advise caution if this route is taking. Also tell Ground Operations the aircraft must be pushed further back to exit K on V.




Synopsis: Air carrier Captain reported the center stripe taxiing via K to A4 are too close to the boundary stripes and suggested they should be repainted.
Date: 201211
Location: VHHH.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower VHHH
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were taking off from Runway 7R which is 12;467 FT in length. The runway was dry and we had a favorable headwind of less than 10 KTS. Approximate gross weight of the aircraft was 169;000 LBS. It was my leg. When we were cleared for takeoff acceleration was normal and the 100 KTS call out was given. Shortly afterward we get a Master Caution. I asked what it was and the First Officer replied 'it's a door light.' I decided to reject the takeoff at about 120 KTS as best as I can recall and brought the aircraft to a stop in the first half of the runway. QRH procedures were followed; the Tower was notified and flight attendants and passengers were kept abreast of the unfolding situation. CFR made an aircraft inspection and advised no damage was discovered. We were cleared to a hard stand without further incident.My decision to reject was based on the following: I started the takeoff roll at the very end of a 12;467 FT runway. When the 'reject' command was given I had used about a quarter of the runway. This left more than sufficient stopping distance even with normal braking applications. The second reason I chose the reject was that at 120 KTS I had 37 KTS of acceleration before V1 of 157 KTS. The safety issue of staying on the ground with so much runway remaining seemed to outweigh the wisdom of taking an unpressurized aircraft airborne in a congested environment with the possibility of a return after burning down to landing weight should the aircraft not pressurize. Maintenance ultimately determined the cause of the light was the failure of catering personnel to properly latch the aft entry door handle.




Synopsis: The flight crew of an unspecified commercial fixed wing jet rejected their takeoff on a long runway due to the illumination of a door warning light; later determined to have been the result of ground personnel failing to properly latch an aft entry door.
Date: 201407
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to takeoff clearance; run-up was completed and no errors/problems were detected. After receiving clearance; student and I taxied for takeoff and student went full power announcing 'takeoff power set; engine instruments green; airspeed alive.' I then verified everything was correct and we started our roll. After rotation and at about 10-20 feet off ground (still in ground effect) I noticed a roughness in the engine and immediately took controls from the student. I then closed the throttle; flared; and landed on the remaining runway. At this point; I advised Tower we were aborting the takeoff. We then taxied off the runway back to operations and secured the airplane. No one was injured.




Synopsis: A PA28-181 engine began running roughly at about 10 feet after takeoff; so the instructor took command of the aircraft from his student; landed on the runway and taxied to the ramp.
Date: 201312
Local time of day: 0001-0600
Location: PUW.Airport, WA
Weather elements / visibility: Snow
Aircraft: Medium Transport; High Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach; Landing
ATC / advisory: Tower PUW
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Prior to departure the Field Condition Report (FCR) stated that PUW runway and taxiways were bare and dry and the braking action was Good.  With this perceived condition; I planned on having the new hire student (First Officer) conduct the RNP approach with landing.  When we popped out of the clouds; we both noticed that the airport runway and taxiways were not bare and dry.  They were covered with snow; roughly an inch of dry snow.  Two taxiways to clear the runway (B and C) were closed due to high snow berms and a few inches of snow on them.  The braking action on the runway and taxiways was FAIR and the ramp was POOR.  Even at 5 knots GS turning into our parking spot; we slid just a little bit. The primary cause of this event was an incorrect FCR. This compromised the safety of the operation because the PF was the FO in-training.




Synopsis: Check airman reports allowing a new hire First Officer to fly the approach and landing to PUW based on a FCR (Field Condition Report) stating that the runway and taxiways were bare and dry and the braking action was Good. This turns out not to be the case; with new snow and snow berms at some runway exits.
Date: 201810
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: IMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Engine Vibration Indication
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right engine vibration indicator noted in amber. Unannunciated checklist accomplished. Slight retardation brought indication out of amber but procedure dictated diversion to nearest suitable. Diversion to ZZZZ accomplished.




Synopsis: B757 Captain reported high engine vibration indication resulted in a diversion to the nearest suitable airport.
Date: 201505
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Passenger; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I'd finished my service in the first class cabin; and went back to assist Flight Attendant B with service. We were at row XX. I notice passenger in XXD bent over with a sick bag in her hand. I asked her husband if she wanted Ginger ale to settle her stomach. Flight Attendant B went back to get more water. I moved the cart to the next row when I turned a saw passenger 11C slapping passenger XXD. I immediately asked him to stop! He told me she fainted. I tried to wake passenger. I pushed the fa call button to get Flight Attendant B's attention. She got on the phone called the flight deck gave the information that she had. Flight Attendant-B then makes the PA asking for a medical professional. Passenger in YB who was an RN got up. She checked passenger XXD pulse and couldn't find it. She asked for the AED to use to find the pulse. Then she asked for BP cuff. I brought back the oxygen bottle. Passenger 11D regained consciousness. They were able to move her to the back galley. I went through the cabin taking up trash preparing the cabin for landing. Flight Attendant-B got all the information from passenger C (husband) on passenger D; and the RN. I continued to check on the rest of the cabin. We landed and EMT's came aboard removed passenger XXD; and we continued on after Maintenance replaced our equipment.




Synopsis: EMB175 Flight Attendant describes an ill passenger incident and the diversion that follows to get medical attention.
Date: 202111
Local time of day: 0601-1200
Aircraft: DA40 Diamond Star
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Had no left brake after landing XXL. Pilot started drifting right and eventually gave controls up and told me he didn't have brakes. I tried pumping the brake but it wasn't working and was fully pressed. Instead of going in the grass I slammed the right brake once it was slow enough and spun the plane out. Once we came to a stop and after continuous pressing of the brake; we regained control and we're able to exit on Taxiway 1.




Synopsis: DA40 Flight Instructor reported his student lost directional control on landing roll after experiencing brake issues.
Date: 201308
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
ATC / advisory: CTAF ZZZ
Second aircraft: Cirrus Aircraft Undifferentiated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Confusion
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On approach; [another aircraft] was inbound from west. He reported on base. I mistakenly flew an opposite downwind since I know the airport does not like left traffic for Runway XX (otherwise I would have flown over toward the southeast to make a left base). I decided to descend and try to stay out of the way. I did not have him in sight until I started to turn 180 degrees back for a right downwind. At this point he broke off approach and I went over to circle until he landed.




Synopsis: Two General Aviation aircraft approaching the airport did not establish visual contact until they experienced a near mid-air collision. They then took evasive action and one held outside the airport area until the other landed.
Date: 201410
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb; Takeoff / Launch
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: Flying a charter flight back to base; a little after takeoff we had an auto fail light come on. Ran the QRH and did everything that was required by the QRH. We felt nothing was wrong with the aircraft and proceeded on to destination. After we landed we were met by a mechanic and discussed what happened; our Air Carrier Maintenance notified us of what happened and found damage to the aft bulkhead. Looks like the locks broke and the pallets came out its locks.


Second narrative: Flew charter back to base with no cargo except 8 loading sheets in position 9. The bottom pallet was locked in position 9 with the top 7 pallets stacked on top tied with tie downs. After takeoff the pressure started climbing with the plane. The Auto Fail light came on. The outflow valve indicated closed but the cabin altitude continued to climb. After going manual as per the QRH; the valve still indicated closed and the cabin altitude was equal to the aircraft altitude. Leveled off at 10;000 feet and continued to destination. There were no other indications noted. After writing up the aircraft and talking to a mechanic; I started talking to dispatch to sign my next release. At that time I was directed back to look at the damage in the back of the plane. There was significant damage to the aft bulkhead and around the 2 aft exit doors. The pallets had broken out of the metal locks.


Synopsis: B737 flight crew experiences pressurization failure after takeoff on a ferry flight with eight empty pallets stacked on top of each other in the number nine position. The short flight is continued to destination at 10;000 feet. Post flight reveals that the pallets had broken lose and punctured the aft pressure bulkhead.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was performing an Operational Evaluation and after reaching our initial cruise altitude; we received a HYD 3 LO QTY EICAS message. My First Officer (FO) was flying and I read the QRH. I noted the time and quantity of System 3; it was 18%. I alerted maintenance via ACARS. Approximately 10 minutes later; it was 16%. I alerted Dispatch via ACARS Free Text. Approximately another 10 minutes later; it was now down to 14%. I sourced weather for diversion airports along our route and advised dispatch that a divert might be necessary if we have a leak. Losing one of three hydraulic system completely would reduce Flight Control functionality and redundancy. Approximately another 10 minutes later it was now down to 12%. Approximately another 10 minutes later it was now down to 10%. My FO and I agreed that an immediate divert and an Overweight Landing was necessary before we lost Hydraulic System 3 completely. I alerted Dispatch that a divert was necessary and suggested ZZZ. The dispatcher agreed. I [alerted] the Cabin Crew; advised ATC and the passengers. We performed the Emergency Landing Checklist and the Overweight Landing Checklist. I landed normally in ZZZ and Airport Rescue and Fire Fighting gave us the all clear to taxi to the gate. Overweight Landing vertical speed tolerances were not exceeded on landing. Appropriate write-ups in the AML were made. System 3 was determined to have a leak by Maintenance Personnel.




Synopsis: ERJ190 Captain reported a low hydraulic system quantity and successful divert. Captain reported post maintenance inspection determined system had a leak.