elihoole/asrs-aviation-reports huggingface dataset:
Date: 202110
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Toilet Smoke; Overheat; Fire Detectors & Warning
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Smoke detector; crew rest; master caution EICAS activated on climb out. The Relief Pilot (RP) obtained a fire extinguisher and opened crew rest door. An acrid odor was present but no smoke was visible.  The EICAS message and crew rest smoke detector cautions went away soon after the door was opened.  The RP investigated LAV; Galley; upper cargo deck (no freight; ferry flight) and EE (electronics) compartment. No smoke was present. On further investigation RP found a small piece of black tape covering the smoke detector green light in the lower bunk. It was beginning to melt.  With the EICAS message and caution gone and with zero payload we elected to continue to our destination.  This event could easily be avoided if someone would have not covered the green light with the electrical tape.


Second narrative: Smoke detector; crew rest; master caution + EICAS activated on climb out. The Relief Pilot (RP) obtained a fire extinguisher and opened crew rest door. An acrid odor was present but no smoke was visible.  The EICAS message and crew rest smoke detector cautions went away soon after the door was opened.  The RP investigated LAV; Galley; upper cargo deck (no freight; ferry flight) and EE (electronics) compartment. No smoke was present. On further investigation RP found a small piece of black tape covering the smoke detector green light in the lower bunk. It was beginning to melt.  With the EICAS message and caution gone and with zero payload we elected to continue to our destination.  It's possible the heat from the covered smoke detector green light melted the tape causing smell and setting off the Master Caution and smoke detector.  I speculate that the tape was placed upon the light by a crew member; on a previous flight to prevent smoke detector light from shining in their eyes while sleeping?


Synopsis: Air carrier flight crew reported smoke detector activation during initial climb. The cause was attributed to melting tape placed over crew rest smoke detector light.
Date: 201512
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: Mixed
Light: Daylight
Aircraft: B737-700
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: In flight I received an ACARs message that revised our zero fuel weight. The new weight was 1;100 pounds more. No adverse conditions were caused by the error. Upon landing; I was advised that the system computers were dropping bags out of the calculations with no indication to the operators.


Second narrative: ACARS message revised Zero Fuel Weight (ZFW) one hour into flight. We entered new data into FMC. Performance and landing weight ok. NO MZFW or MAX After Take Off Gross Weight (ATOG) were exceeded. No envelope or CG limit was out of tolerance; supposedly a computer malfunction on aircraft loading side.


Synopsis: B737-700 flight crew was advised one hour into flight that their zero fuel weight had gone up by 1;100 pounds due to a computer glitch.
Date: 201809
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning Compressor
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Flying; First Officer
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 Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the Captain and I was on rest break. My co-pilot woke me and told me the relief pilots had called him and told him that there was an electrical burning smell in the cockpit and cabin. When I arrived back in the cockpit; the relief pilots told me we had lost our #1 L Cabin Air Compressor (CAC). We assumed that the fumes we were smelling was from the failed CAC. We contacted Dispatch and had them patch us in to [Maintenance Control]. We wanted to run the fumes removal checklist. Together we ran the fumes removal checklist; but there were still strong electrical fumes in the cockpit. We talked to the [Chief Pilot] and together we felt the best and safest course of action was to divert.


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


Synopsis: B787 flight crew reported a cabin air compressor failure resulted in cabin fumes and a diversion.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Super King Air 200
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class G ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Immediately after departure; approximately 1;000 ft. Instrument failure presented; followed by failure of other electrical systems. Leveled off bellow controlled airspace using standby instruments. Squawked 7600 and began turn to return to uncontrolled airfield of departure for VFR landing. Troubleshot systems; found number 2 generator inoperative. Reset all electronics and generators. No change. Repeated system reset; generator came online. Restarted electronics; reported issue to ATC. Requested vectors and altitude for safe continuation to home base. Continued to airport; landed safely. Initial troubleshooting on the ground suggests failure of voltage cross limiter. Unknown cause of generator failure. Aircraft sent to maintenance.




Synopsis: King Air pilot reported that a generator failure shortly after takeoff resulted in a return to the departure airport.
Date: 201408
Local time of day: 1801-2400
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning Distribution Ducting; Clamps; Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Logbook Entry; Procedure
Primary problem: Human Factors

Narrative: While climbing thru FL240; [we] received PACK 1 VLV CLSD message on EICAS. Performed EMERG/ABNORM procedure and message went away. Previous write-ups exist; dating back to log page XXXXX06; Item # 1; in July 2014. While reviewing aircraft logbook for previous occurrences; found a previous Maintenance Station write-up indicating ram air duct blown out; needs new duct (log page XXXXX16; Item # 3). There is no further documentation in aircraft logbook indicating this was corrected. MEL 21-29 (PACK 1) was cleared approximately six days later on log page XXXXX18; Item # 3. [But log page XXXXX16; item # 3 still open]. Logbook entry incomplete; additional documented discrepancies not corrected.




Synopsis: Captain reports an EICAS Pack-1 VLV CLSD message appeared during climb thru FL240 on an EMB-145 aircraft. Performed EMERG/ABNORM procedure and message went away. While reviewing logbook for previous occurrences; pilot notes a maintenance write-up for a 'Ram Air Duct blown out' had not been cleared. Documented discrepancy not corrected.
Date: 202101
Local time of day: 0601-1200
Location: FXE.Airport, FL
Weather elements / visibility: 25
Light: Daylight
Aircraft: Bombardier Learjet Undifferentiated or Other Model
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D FXE
ATC / advisory: TRACON MIA
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Inbound to FXE on the FISEL SEVEN ARRIVAL. We were given a vector off of the arrival track and cleared to 3000 ft. Several miles Northwest of FXE on approximately a left downwind for the approach to Runway 09; as we were approaching level off at 3000 ft. we received a 'Traffic' warning from TCAS. Target was noted on the display at about 10 o'clock less than 1000 ft. below our altitude and well within the 3 mile circle; with a climbing indication (up arrow). As we continued on assigned heading at 3000 ft. the target appeared to be closing on our track and continuing to climb. Shortly after level off the TCAS issued a 'Climb' command. At this point I noted that the target was indicating 300 ft. below our altitude. I initiated the climb and called for the PM (Pilot Monitoring) to advise ATC of TCAS CLIMB. ATC acknowledged by calling out VFR traffic to us and stating that it was 'never above 2000 ft.' I acquired the target visually (low wing piston single) and observed it to be converging with our track from the left and close to our altitude. It is difficult to judge distance in this context; but we routinely pass aircraft that are 1000 ft. above/below our altitude. In my judgement the target in this case was much closer. We reached about 3600 ft. before TCAS went to a neutral vertical speed command; and the target aircraft was still indicating less than 1000 ft. below. By this time target was behind our aircraft and distance was increasing. Shortly after that TCAS issued a 'Clear of Conflict' and we returned to 3000 ft. The rest of the flight was uneventful; except to note that the same controller put us on a vector for the left base and then sent us beyond the final for Runway 09 while dealing with multiple VFR aircraft.




Synopsis: Captain reported responding to RA while on approach.
Date: 201403
Local time of day: 1201-1800
Location: BFI.Tower, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operating under: Part 91
Flight plan: IFR
Mission: Other Flight Test
Flight phase: Initial Approach
ATC / advisory: Tower BFI
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On approach to 31L ILS and just inside final approach fix in VMC; we received an RA to climb. We disconnected the autopilot and complied with the RA. We climbed very briefly before the RA stopped. The target aircraft passed 200-300 FT below us. We advised Tower of the RA and descended back to the glide-slope. Tower called the traffic just prior to the RA. Normal approach after recovery. RA received just after hand off from Approach Control to Tower frequency.




Synopsis: B737 Captain reports a TCAS RA inside DUANE during the ILS 31L approach to BFI. Evasive action is taken and the intruder passes 300 FT below the B737.
Date: 202111
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: A320
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: Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Environment - Non Weather Related

Narrative: We were descending on the BRUSR 1 arrival. We had an Airbus A320 approximately seven miles ahead of us. We encountered some wake turbulence from the A320 a few times while following him on the arrival. During the last encounter; our aircraft started to roll a bit quicker left and right due to the wake turbulence. I guarded the controls in case our aircraft rolled too far.We continued on the arrival; and I noticed we were slightly off course. I looked at the FMA and noticed the amber control wheel steering roll mode annunciated. Somehow the LNAV disengaged so I re-engaged it. I'm sure it happened as a result of the wake turbulence. The aircraft intercepted the course; and we continued on the arrival. I did not think we were off course by much or very long. We had multiple speed reductions assigned to us due to compression during this event. I think I lost some situational awareness while trying to get the aircraft slowed up while staying on path. One last thing is that we did have a decent tailwind on the arrival. That can increase the chance of this kind of hazard.


Second narrative: Encountered wake turbulence on arrival. Due to wake turbulence; automation changed from LNAV/VNAV to VNAV/control wheel steering roll. Pilot flying controlled the aircraft. We discussed mode switch and reset desired mode once out of wake turbulence. Approach asked if we were off arrival; which we were not.


Synopsis: B737-700 flight crew reported encountering wake turbulence on arrival into PHX in trail of an A320 that resulted in the temporary loss of LNAV.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Late aircraft swap and the new aircraft came from the hangar with an MEL. Prior to departure we did the control check and [it] was normal. On climbout aircraft controls felt a little loose. Autopilot went on within about 2 min after takeoff. Autopilot flew fine in flight. In flight I also made sure I wasn't missing anything associated with the MEL. Talked with the FO and made the decision to continue to [destination]. Autopilot was disengaged for a visual approach. On the approach we realized that the controls were moving totally independent from one another. I did not think to declare an emergency and less than 5 min later we landed without incident. On the ground we did another control check to make sure we weren't both crazy and sure enough the controls were moving independently from one another.The next time I have this MEL I will probably do 2 or 3 control checks to make sure this doesn't happen inflight. Second guessing myself I could have returned to [departure airport] had I hand flown. I feel it was a bad situation all around with last minute aircraft swap and this plane coming out of maintenance. I also could have declared an emergency for flight control malfunction. This is also my first real malfunction sitting in the left seat and looking back I have already [thought about] what I could have done different. As I write this I realize 10 Captains would have done 10 different things. So make a decision and go with it.


Second narrative: Next time we have this MEL; many control checks should be accomplished to ensure the elevator connection. Clearly the one control check we did at the gate was not sufficient. In conclusion; as soon as we noticed a difference in elevator inputs to the yoke on approach; an emergency should have been declared.


Synopsis: EMB-145LR flight crew reported they departed with an MEL pertaining to flight controls and in flight they noticed the elevators were not reacting normally to control input.
Date: 201904
Local time of day: 0001-0600
Location: CLT.TRACON, NC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: During the JONZE arrival for Runway 18R [and] descending through 6;000 feet; we encountered wake turbulence causing autopilot disengagement and banking more than 30 degrees.  Sudden over-banking and autopilot disengagement. Descent through the wake of arriving aircraft. Continue manual flight until positive clear of area of wake. [I suggest] better ATC separation.




Synopsis: EMB-145 First Officer reported encountering wake turbulence on arrival into CLT.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: P180 Avanti
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While we were en route approximately 40 miles southwest of MNATE Intersection at FL300 we noted a fuel tank imbalance and performed the wing fuel balancing procedure. Later we noted that the fuel was imbalanced slightly in the opposite direction and; during the rebalance procedure; both the left and right FUEL PRESS lights illuminated on the annunciator panel. We ran the Low Fuel Pressure Checklist and determined that; as a precaution; we should divert to our point of departure and obtained a clearance to do so. We then discussed what the best options were to get the aircraft on the ground safely. Prior to landing we declared an emergency as a precaution and requested emergency services are present upon landing. We landed uneventfully on 9R and taxied to customs per airport authority request.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: The flight crew of a P180 elected to declare an emergency and return to their departure airport after noting the illumination of both left and right FUEL PRESS warning lights during a fuel balancing procedure.
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Human factors: Situational Awareness; Workload; Fatigue
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Weather
Primary problem: Ambiguous

Narrative: Landing; after smooth touchdown; gust picked up wing; during correction; ground looped. Maintain sight picture to other end of runway and directional control during rollout. Poor sleep night prior may have affected performance.




Synopsis: A C-180 ground looped after a smooth landing when a gust of wind lifted a wing. Poor sleep may have been a factor.