elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Pressurization Outflow Valve
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Chart Or Publication; Human Factors; Incorrect / Not Installed / Unavailable Part; Manuals; Procedure
Primary problem: Human Factors

Narrative: An ERJ-145 aircraft was at the hanger for a Service Check and two MELs for the Pack-2 and Pack-1 Systems. Mechanic Y and myself; did troubleshoot the pack problems outside; finding that Pack-2 had a hole in one of the duct boots and that Pack-1 had a seized up Air Cycle Machine (ACM). After bringing the aircraft into the hangar; Mechanic Y started work on the Pack-2 duct that was damaged and I started on the Service Check. Mechanic Y finished the work on Pack-2 and started the removal of the Pack-1 ACM; while I finished completing the Service Check and changed a pair of nose tires. I next came over to see at what point Mechanic Y was at with the ACM; he had just finished removing the old ACM. I took over the project at that point; completing the installation of the new ACM. The aircraft was than pushed back outside to perform Operational Checks of both Pack-1 and Pack-2 Systems. Mechanic Y was in the aircraft performing the Operational (Ops) Checks for quite some time. After he shut down the aircraft; I spoke with him about the results of the Ops Checks at which time he told me that all the Ops Checks had been good. We then proceeded to sign-off the work we had preformed in the Logbook. Mechanic Y signing-off the Pack-2 MEL and myself signing-off Pack-1. In the morning the aircraft was taken to the gate and left for the [Flight] crews arrival. At about XA:30am; the Captain of that flight of the day arrived and found one of the aircraft's outflow valves in the forward crew closet. This event occurred due to a missed step in the MEL Manual when putting the Pack Systems back into service.




Synopsis: An Aircraft Maintenance Technician (AMT) reports a Captain had found an outflow valve in the crew forward closet on an ERJ-145 aircraft. Maintenance had missed a step in the MEL Manual when putting the Air Conditioning Pack System back into service after troubleshooting and repairs.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Propeller Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing on our last flight of the day and fifth flight in that airplane we got a beta lockout warning horn. It started to blare at 50 FT above the ground and did not go off until 50 FT above the ground for landing. When the horn started to sound; both the Captain and I agreed that it was the sound of the beta lockout horn; the power levers were not behind or in the beta position and the lift gates were down. There was no indication of any problems via the engine instruments. We continued with the callouts and appropriate normal takeoff actions; and the After Takeoff checklist. We agreed that we should return to the field. I informed Departure Control of our intentions and we didn't feel it necessary to declare an emergency. I called the Flight Attendant to tell her of the return and made a PA to inform the passengers as well. I called Operations and informed them of our return. We landed with no complications and were in the air for less than 10 minutes. The horn is very loud and we have been trained that beta lockout problems usually occur a short height off the runway. Although this was not the engine surging that we have been trained for; we have heard the sound of the horn before and the place where it took place all fit. Beta lockout system failed. Remove the beta lockout system.




Synopsis: DHC8 First Officer experiences a beta lockout warning horn after lift off and since the horn cannot be silenced the crew elects to return to the departure airport.
Date: 201903
Local time of day: 1201-1800
Location: MMU.Airport, NJ
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
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 Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While being vectored by NY Approach Control in the vicinity of Morristown Airport at 6;000 feet MSL my two First Officers and I noticed what we all thought were balloons but turned out to be a UAS (drone) which passed off our right wing by less than 500 feet. I estimated the actual distance to be closer to +/- 200 feet. We were just being handed off to another controller frequency 120.15 to whom we reported the sighting. No evasive action was taken. [Flight Duty Manager] briefed via telephone after the flight.




Synopsis: Air carrier Captain reported a NMAC with a UAV while on approach in NY area.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Super King Air 300
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Propeller
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Situational Awareness; Time Pressure; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Test flight being carried out after prop overhaul. Propeller went to feather shortly after rotation. Aircraft was cleaned up and engine shut down. Tower notified of problem on downwind to runway XX and request for immediate return made. Cleared to land on runway XY; which we were on a close right base to. Landed without difficulty without realizing we were on taxiway which was the first pavement I lined up on as we turned a short final. No conflict with any traffic and was cleared to taxi by tower and ground to parking without incident.




Synopsis: BE30 Captain reported engine failure after rotation.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence
Aircraft: MD-80 Series (DC-9-80) 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
Aircraft component: Turbine Engine
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Approaching a West/East line ATC advised a hole several aircraft had flown through as an easy way on filed route. From the south we were cleared deviations and when able direct a fix. At FL340 encountered icing conditions and engaged all anti icing and experienced speed decay at max cruise power. Switched to [different altitude]; no relief. Told First Officer (FO) to call for lower altitude; frequency was busy. Finally speed was below 250 and decaying; moderate to severe turbulence occurred and autopilot disconnected; right wing dropped 45 degrees as right engine surged from 1.4 to 2.4. Hand flew a descending recovery checking TCAS below and called mayday and cardinal altitudes on the way down until ATC contact established. Turned to BERRI fix and arrested descent at FL310; reported no injuries. Wrote up severe turbulence and engine surge parameters in [the log].Lee side of storm downdraft exceeded performance of the airplane.Use lower altitude and greater horizontal clearance.


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


Synopsis: MD80 Crew reported icing conditions; turbulence; engine surge and inability to maintain altitude at FL340. Crew reported they arrested the descent at FL310.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
Aircraft component: Mach Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
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 Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: On climb out; aircraft nose pitched up more than normal and I was pushing nose forward and trimming down. I noticed the trim was not moving on the trim tab indicator. I had the First Officer attempt to reset stab and Mach trim. I turned on autopilot to see if the autopilot could trim it out. That resulted in a autopilot Nose Up Trim Caution message and I turned off the autopilot and resumed manually flying the aircraft. The nose up trim condition did not improve. I transferred aircraft control to the First Officer while I referenced the QRH. I read through the stab trim and Mach trim runaway procedures even though we did not get a runaway trim message. Every time we tried to reset stab/Mach trim the trim increased by .4 and would not let us lower the trim value making the aircraft more nose up trimmed. I advised ZZZ Departure and ran the appropriate check lists and returned to the field landing on Runway 28L.I think the main problem was the Mach trim inputs from the aircraft computer system which caused the stab trim indicator to increase every time we disconnected and re engaged the stab/Mach trim system. The pilots went back to the hotel after the flight. I ran into the pilots who bought the aircraft in the night before at the hotel and they said that they had an autopilot nose up trim situation after take off from ZZZ1 and they reset it according to the QRH with no other problems.




Synopsis: Captain reported an uncontrollable Mach Trim condition that caused an Air Turn Back and precautionary emergency landing.
Date: 201209
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: We lost cabin pressurization at FL370. We should buy more new airplanes.




Synopsis: Aged B737 lost pressurization.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After taking off at about 2000 FT; we heard a loud bang from the right side of the airplane and the number two engine started vibrating with no indication of an engine failure or fire. We started with the QRH High Engine Vibration Checklist (not in icing conditions); but we suspected a possible engine stall; so accomplished the QRH Engine Limit/Surge/Stall Checklist with power reduced; all engine indications normal. Due to unknown status of #2 engine; we declared an emergency and advised Tower we needed to return to the departure airport. Out of an abundance of caution; we elected to perform a flaps 15 landing and reviewed the One Engine Inop Landing Checklist; in case the engine failed on approach. Once we landed; the engine #2 fail light illuminated. I manually shut the #2 engine down while taxiing to the gate.




Synopsis: A B737-700 engine made a loud bang with vibrations after takeoff. Suspecting an engine stall the crew completed the QRH and returned to the departure airport where after landing the Number 2 Engine Fail light alerted.
Date: 202010
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I operated Aircraft X and Aircraft Y ZZZ-ZZZ1-ZZZ respectively. On both segments; the FCRF (Flight Crew Rest Facilities) did not have any pillows. We were told anecdotally; that due to COVID pillows were not being boarded. While I understand that to be a passenger comfort/safety decision; I also believe that this may be in violation of FAR 117 and Class 1 rest facility requirements.As a result; I did not obtain the rest I expected. I felt fatigued after my rest break.




Synopsis: Air carrier Captain reported having no pillows on flights due to COVID-19 and not being able to adequately rest.
Date: 201402
Local time of day: 0601-1200
Location: C90.TRACON, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B ORD
ATC / advisory: TRACON C90
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the initial climb; we experience several events of strong radio interference due to ACARS transmissions/crosstalk. This events caused both discomfort due to the very loud volume of the interfering transmissions and difficulty in understanding ATC communication.  Additional interference events occurred during the flight for a total of 15 events.  During the last six weeks many crews have been experiencing frequent events of radio interference due to ACARS transmissions/crosstalk. These interference events should be a safety concern. They caused; in more than one occasion; us to miss/misunderstand critical ATC communications and instructions during the departure phase of the flight. Something changed in the last few months; [however]. The intereference could be caused by changes in the ACARS communication software; protocols; procedures; equipment.  Usually after Weight Off Wheels both the FMS and the EICAS show an 'ACARS NO COMM' message; shortly after that a very loud burst of digital communication is heard in the pilot headsets. In the worst cases the interfering signal is repeated multiple times during the first few minutes after takeoff. There should be an investigation of these events. In the meantime pilots should be provided temporary procedures (like disabling the ACARS system) to be used during the departure phase of the flight.




Synopsis: CRJ700 First Officer reports strong interference from ACARS transmissions occurring after takeoff on most of his company's CRJ aircraft; making ATC communication difficult. The reporter believes that changes in the ACARS communication software; protocols; procedures or equipment since late December are the cause of the problem.
Date: 201504
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
ATC / advisory: Center ZZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Smoke and Fumes in cockpit. We suspect a malfunction occurred in flight with left ACM (Air Cycle Machine). This created the smoke and fumes in cockpit.


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


Synopsis: B757-200 flight crew reported they landed in emergency condition because of smoke and fumes in the cockpit that were later traced to suspected Air Cycle Machine failure.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Upon initial climbout I was given a turn on course direct to my destination. I was not told to contact Departure so I stayed on with Tower. I was flying the aircraft as I wanted to maintain proficiency in my flight skills. I have not flown this aircraft for nearly two months; and I had a forward passenger who kept trying to talk after I politely reminded him that I could not talk until cruise. Even though I have a lot of time in this aircraft I should have used the autopilot to maintain better situational awareness. Approximately 4;000 feet 6 nm into the flight I noticed I was still on with Tower. I switched to ZZZ Center; told my altitude they then gave me a clearance up to 13;000 feet MSL. There was absolutely no issue; but I just wanted to fill out this report anyways.




Synopsis: Small Transport aircraft pilot reported not contacting Departure Control and stayed with Tower until switching to Center Control.
Date: 202201
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; 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: Aircraft Equipment Problem Dissipated
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We got indications of left GPS fail; then right GPS fail; then transponder fail; all stayed active until after landing.  We notified ATC and they said lots of jets reporting the same.  VMC and no degradation or our navaids was perceptible




Synopsis: Air carrier First Officer reported loss of GPS and transponder on arrival into DEN. Systems returned to normal after landing.