elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
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 Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On approach into [Runway] XXL we were the first of several aircraft to go around due to windshear. There was no visual or oral alarm; however; we could not slow the aircraft and went around; as did an Airbus next to us on approach to [Runway] XXR. We were given vectors to hold for the weather to pass. We calculated Bingo fuel; communicated with Dispatch; and discussed our options. At this time; Approach stated they were vectoring for Runway XY with a 24 kt crosswind. We agreed that if we went around; we would immediately divert to ZZZ1. Ten miles from the FAF (Final Approach Fix); and nearly at Bingo; we were given a vector off final without being given a reason. I told Approach we didn't have fuel for this; and was immediately cleared for the visual approach. On short final with weather to our right; in the direction of our alternate; and weather directly ahead we received a 'too low; terrain' warning. We both confirmed we were on glide slope; and PAPI; the gear was down and we could see no reason for the alert. Starting the flare; we received a 'too low; flaps' warning. At Bingo fuel; with storms ahead; and to the right we elected to continue the landing reasoning this was the safest course of action in the moment. On roll out; I looked down and saw the flaps were set at 25. This was my error; however; I feel we made the correct decision to land in this case.




Synopsis: B737 flight crew received Ground Proximity Warning System (GPWS) Alert during approach in visual conditions.
Date: 201404
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Icing; Turbulence
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Work Refused
Contributing factors: Procedure
Primary problem: Procedure

Narrative: During hazardous container inspection; found a corrosive 8.0 shipment that was not listed on the DG manifest. DG agent removed the corrosive and flight blocked out normally.




Synopsis: An A300 First Officer discovered a hazardous materials package that had not been logged as such. The package was removed.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: During a normal takeoff; the right engine spooled back to idle at 1000 FT and became uncontrollable.  I called the Tower and informed them of our situation and declared an Emergency.  We then completed the Memory Items for a flame out and then ran the Emergency QRH checklist. We determined that we saw no reason for the idle engine.  All engine parameters indicated normal flight idle but the lack of controllability was indicative of  some kind of engine damage.  We elected to shut the engine down.  After completing all appropriate checklists to secure the engine; we contacted the company and notified the flight attendants of our situation.  We then landed the plane single engine taxied to the gate and the fire rescue determined the aircraft safe.




Synopsis: MD82 Captain experiences an engine malfunction shortly after takeoff; with thrust reducing to idle uncommanded. An emergency is declared and the engine is shut down before returning to the departure airport.
Date: 201505
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ; Class B ZZZ
Aircraft component: Electrical/Electronic Panel & Parts
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition

Narrative: Shortly after reaching initial cruise altitude the Captain and I noticed a burning smell. Almost immediately we received a call from the flight attendant that there was smoke in the cabin. I was the pilot flying and continued to fly while the Captain spoke with the flight attendant. The Relief Pilot (FB) was on break in the cabin and helped locate the source of the smoke which was from a business class seat. While he was doing that; I initiated a course to return directly to [departure airport] and began descent for landing. We ran the 'Smoke and Fumes'; 'Emergency Landing;' and 'Overweight Landing' checklists and checked the landing legality charts. I gave our information to ATC and the Captain informed Dispatch through Ramp Control. I exceeded 250 KIAS below 10;000 feet to expedite out arrival. I went on oxygen for a short time out of an abundance of caution. About midway through our descent the smell began to dissipate. We performed an uneventful landing and taxied to the gate.


Second narrative: [Report narrative contained no additional information]


Synopsis: Upon reaching cruise altitude; flight crew smelled fumes and received call from Flight Attendant alerting them to smoke in the cabin. Crew performed Smoke and Fumes Checklist and returned to departure airport.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Passenger; Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We just leveled off at 30;000 feet and Flight Attendant informed us that there was a smell of smoke in the cabin. Shortly thereafter; they called again and said that other flight attendants smelled the electric smoke smell as did [the] passengers. We were a few miles north of ZZZ at the time and elected to divert. Both the Captain and I smelled an electric smell and donned our oxygen masks. The smell cleared in the cockpit and when we checked in with the flight attendants they said it had also cleared in the cabin. We [advised ATC] and asked for radar vectors to final approach to Runway XXR. We coordinated with the flight attendants deciding not to do an evacuation and unless we heard from them that the condition worsened; we would land normally and have the fire trucks follow us to the gate where we would deplane normally. We landed and taxied to the gate as we planned; and the smell never returned. The entire crew did a great job coordinating and executing this abnormal event.


Second narrative: After departing ZZZ1 and reaching our initial cruise altitude of 30;000 [feet; the flight attendants informed us that they had smelled electrical smoke. At the time we did not smell anything. The flight attendants called again and informed us that several flight attendants and passengers smelled smoke and that the rear of the cabin was 'hazy. 'Immediately after; the First Officer and myself smelled an electrical burning smell. We dawned our oxygen masks and [advised ATC]. ZZZ was the nearest airport. We proceeded to descend and set up for an approach to [Runway] XXR in ZZZ. The electrical smell cleared the cockpit. We were in communication several times with the flight attendants during the descent. During our final communication; the flight attendants informed us that the smell and smoke had dissipated. We landed without incident. We confirmed with the flight attendants once on the ground that the smoke and smell were no longer present. The airport fire and rescue did not observe any smoke or hot spots. We continued to the gate.


Synopsis: B737 flight crew reported a fume event during cruise resulting in an uneventful divert.
Date: 201510
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 45
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure we got a hydraulic quantity low Crew Alert System (CAS). There were no other indications of a problem and the weather was good so I elected to continue to our destination. When on a visual approach the flaps would not come down and [we] got hydraulic main low. I called for the gear down which was slow; but came down. At that point I thought the best action was to [divert to another airport] for a longer runway. I landed the aircraft with normal braking and had no problems taxiing to the ramp.We got a white CAS but didn't think it was a problem until we had trouble getting the landing gear down.We went to an airport with a longer runway in case we did not have hydraulics for brakes.




Synopsis: LR-45 Captain reported diverting to a suitable alternate when they got a CAS for low hydraulic quantity.
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; 8
Light: Night
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Radio Altimeter
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Release Refused / Aircraft Not Accepted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on visual approach; the Captain's radio altimeter became erratic from 440 FT AGL to touchdown and the amber message 'RAD ALT INVALID' displayed on both ADP's. I commanded the First Officer to reset to the ADP's. In the flare; the yaw damper failed and the tail swung a bit; but I was able to maintain centerline. At almost the exact same time; the Flight Director (FD) failed and an amber 'FD FAIL' message was displayed on both EADI's in the upper left corner. We landed safely and taxied to the gate. I contacted Dispatch and was transferred to Maintenance Control where we worked together to add MELs 33-6; 34-19; and 22-4(b). The onsite Mechanic began working to complete the maintenance action required to MEL the Captain's radio altimeter. If applied; this would mean that the EGPWS would be disabled. The First Officer and I discussed operating the flight to ZZZ1 at night; IMC; with mountainous terrain and decided that there were 'too many links in our error chain.' I consulted the Chief Pilot; via cell phone and he agreed that our concerns were legitimate and that he 'would back [us] with whatever decision [we] make.' I contacted Dispatch and declined the aircraft due to the MELs being added to the aircraft. There is no way to prevent this situation. I feel that we made a good decision to decline the aircraft and credit my training and experience thus far.




Synopsis: DHC 8-200 Captain experiences Radar Altimeter failure at low altitude during a visual approach. This causes the yaw damper to trip off and the Flight Directors to fail; each with their own failure indications. The approach continues to a safe landing; but the aircraft is refused for the next leg.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Push-back
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Pushback
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We pushed from the gate without the Final Dangerous Goods Summary. Dangerous goods were not loaded. We did not start the taxi until after receiving the Final Dangerous Goods Summary. We pushed late do to engine deicing at the gate . Weather was a distraction.




Synopsis: B737 Captain reported Final Dangerous Goods document not onboard. After pushback; flight crew requested and received Final Dangerous Goods summary and departed without further issues.
Date: 201707
Local time of day: 1201-1800
Location: PWT.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class E PWT
ATC / advisory: CTAF PWT
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Single Pilot; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew; Person Observer
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While practicing touch and go landings; another pilot flying Aircraft Y announced his intention to enter on a 45 degree entry to runway 20 at PWT. I continued in the pattern announcing my position at all phases of the pattern. While on the downwind I heard [the Aircraft Y pilot] say he was on the 45. I announced turning base and then final. I opted to go around and heard someone warn me about an opposite direction aircraft on final. I continued the go around. I then saw traffic directly opposite to me approaching runway 02. I avoided him while on the upwind at 300 feet AGL.I was on my 3rd circuit with others having been in the pattern. I announced my position and continued the go around avoiding the traffic and clearly continued to announce my position. The pilot executed a low approach to runway 02 and continued to fly northbound not talking on the radio. I continued in the pattern announcing my position at every phase of flight. I tried to talk with the pilot but no answer.




Synopsis: GA pilot experienced an airborne conflict with another aircraft that had announced entering the pattern for Runway 20; but wound up on approach to Runway 02 in conflict with the reporter. Evasive action was taken by the reporter and the NORDO pilot departed to the south without making radio contact.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Flight plan: IFR
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Mooney Aircraft Undifferentiated or Other Model
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Inbound to ZZZ 10 miles out I call my location and intent for left traffic for runway XX at ZZZ airport. I make my traffic pattern calls and as I call on final I hear a static on the radio and assume it is traffic at another airport on [the same frequency]. It was not till my landing flare that I see Aircraft Y rotating opposite direction on the runway approximately 2;000 FT in front of me. The aircraft sidesteps to my right and over flies my right wing at approximately 75 FT. I query the aircraft and he makes a statement that they called a right base to land XY but that I decided to land anyways. Assistant airport manager at ZZZ overheard the radio calls and stated to me he heard my radio calls; but none from Aircraft Y until I queried him. At no time did I hear any radio calls from Aircraft Y until I queried him.Lack of radio calls from Aircraft Y; and the decision to continue to land opposite runway after hearing my call on final.




Synopsis: C402 pilot reports ground conflict with traffic departing opposite direction while landing at a non-towered airport.
Date: 201706
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Weather elements / visibility: Windshear
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; 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 Became Reoriented; Flight Crew Returned To Clearance; Flight Crew FLC Overrode Automation
Contributing factors: Weather
Primary problem: Weather

Narrative: Climbing through about FL355 for FL370 at approximately M.78 in VNAV; we noticed an uncommanded rise in airspeed along with the large increase in Vertical Speed. The airspeed trend arrow went up into the barber pole; (we never got the clacker) so the Captain reduced power; as the airspeed and Vertical Speed continued to increase very rapidly; the Captain continued to reduce power and increase the pitch in an attempt to prevent the aircraft from overspeeding. The airspeed and Vertical Speed increased at such a rapid rate that we were unable to level off the FL370; with the airspeed continuing to increase. We did not have any indications of mountain wave or windshear leading up to this point. I believe we were able to get the aircraft to slow down and level off at approximate FL380; with idle thrust. I immediately notified ATC of the severe updraft we had experienced and our deviation in altitude. The windshear event appeared to be over and we returned back to FL370 promptly. I called the Flight Attendants to check the status of the cabin; everyone was ok thankfully. We notified Dispatch of the severe updraft/windshear; and the Captain wrote the aircraft up when we got to ZZZ. Maintenance met the airplane in with a printed report of the flight data; showing a 7900 fpm climb during the peak of the windshear event. The rest of the flight was mostly light chop/turbulence. We didn't encounter any more mountain wave or windshear. There isn't anything that we could have done to prevent this event. I believe we handled it as well as possible; given the extreme nature of the windshear/turbulence.


Second narrative: Leveling off to cruise at FL370 climbing out in mostly smooth conditions we encountered severe turbulence in the form of a significant updraft. Pitch and thrust were managed as to not exceed aircraft limitations while maintaining positive aircraft control.


Synopsis: B737 flight crew reported an increase in airspeed and vertical speed that resulted in a max climb rate of 7;900 feet per minute and overshooting the assigned cruise altitude by approximately 1;000 feet.