elihoole/asrs-aviation-reports huggingface dataset:
Date: 201401
Local time of day: 1201-1800
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at 17;000 FT; the CABIN PRESS warning light came on. We initiated the emergency descent down to 10;000 FT; advising ATC of our descent and declaring an emergency (as we had to squawk 7700 per the checklist). We ran the CABIN PRESS Checklist; followed by the Manual Pressurization Checklist and Cabin Pressurization Fail Checklist due to the pressurization issue not being remedied with the checklists. Per the checklists; we were able to depressurize the cabin; allowing us to continue the flight but at a much lower altitude. Because of the new altitude; I contacted Dispatch during the flight to update our fuel numbers and see if we could continue to our original destination. After Dispatch confirmed we could continue the flight with excess fuel; we did an amended release to change the fuel numbers and alternate airport. The flight continued uninterrupted to the original destination with no issues.




Synopsis: DHC8-200 Captain reports a CABIN PRESS warning light during cruise at 17;000 FT and initiates an emergency descent to 10;000 FT. The crew is able to continue to destination unpressurized.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Fog; 2
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Confusion; Training / Qualification; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Equipment / Tooling; Weather; Procedure; Human Factors
Primary problem: Equipment / Tooling

Narrative: I was safety pilot for an IFR rated pilot doing an instrument approach in IMC. Aircraft was equipped with a KLN94 IFR approved GPS. The data base was current at the time of the deviation. We were cleared to the approach and crossed the FAF at 3000 MSL. The GPS did not have the step down fixes identified on the database. It only showed the MAP. Looking at the chart the minimum altitudes have an asterisk indicating LNAV only. I interpreted this as minimum altitudes to abide by if you had the fixes in the database. Since our plan was a circling approach; I thought we were not required to stay above those altitudes. I recommended to the Pilot In Command (PIC) that we descend down to the MDA. The PIC agreed and began a descent at approximately 500 feet per minute.Upon descent below 2000 we received a call from the controller. He relayed an altitude alert and asked us to verify altitude. The PIC leveled off and said our indicated altitude was 1900 MSL. The controller acknowledged and did not comment further. The PIC decided to stay at 1900 and attempt to identify the step down fixes using fore flight with Geo referenced instrument approach plates.We finished the approach at the MAP and identified the runway environment. We went missed and continued our flight to our destination without further incident.There was a training deficiency on both our parts. We are both IFR rated and current; but we owe some additional training on some of the quirks of older RNAV systems such as the KLN94. Since many aircraft in our fleet are older airframes with Legacy avionics; the solution is to increase training to ensure we know the ins and outs of how each GPS system gives information.




Synopsis: C182 pilot deviated from published altitudes during RNAV approach.
Date: 201412
Local time of day: 0001-0600
Location: GSP.Airport, GA
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZTL
ATC / advisory: Center ZTL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were operating into GSP.  We were on a vectored downwind at 3;000 feet in between the FAF and the preceding approach fix when I noticed a green laser activate at the 1-2 o'clock position about 2 miles from the aircraft.  I told the captain and he reported it to ATC.  As he was reporting the position of the laser; it 'found the aircraft' and made direct contact with my field of vision causing a total 'green out' in my left eye for a second or two.  I reached up and turned off the landing lights to help conceal the aircraft's position. When we turned final; I disconnected the autopilot at roughly 1;000 feet AGL.  As we flew closer to the airport I experienced 'streaming' of the runway lights with the centerline lights streaming almost to the edge of the runway.  I considered giving control of the aircraft to the captain; but did not want to make such a change in a critical phase of flight.  On the ground; I experienced sensitivity to light; minor aching of the eye; and 'starbursts' from light.  As of the following morning I can see; but I have eye irritation and minor light sensitivity.  I will get my eye checked out when home just to be on the safe side.




Synopsis: Air carrier First Officer reports being zapped by a green laser during approach to GSP causing some eye irritation and blurred vision.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Epic LT
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Test Flight / Demonstration
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon descent and after cancelling an IFR flight plan with Approach; an elevator trim issue was encountered. While performing a maintenance flight on the aircraft up to FL 280; the Pilot Flying (PF) climbed up to FL 280 using manual controls including trim actuation. After the flight test; the PF was descending with the autopilot on from FL280 to 15;000 and then from 15;000 to 8;000. While in the descent the PF and Pilot Not Flying (PNF) were being told to trim down by the autopilot voice for the latter half of the descent. The PF had been trimming the airplane.Before the plane leveled off at the scheduled 8;000; the plane abruptly pitched up. When the (PNF) grabbed the controls he was able to push the nose down but it was very heavy. The PNF then said 'my airplane' and took control of the airplane. (the PF had less than 2 hours in the plane) The now new PF simultaneously tried to trim the nose down when pushing forward but the trim was not working. The PF then turned the trim switch off. The PF landed the airplane. On the way to landing the PF pulled the breaker for the trim upon the suggestion from the previous PF now PNF. The trim situation never got worse from the initial pitch up. After the initial pitch up; engine and control monitor was indicating full right Aileron trim (all the way down the trim indicator) all the way nose down elevator trim was indicated as well. The PF and PNF did not have an aileron trim problem in the controls.The PF and PNF worked together to run checklists and to relieve each other of the opposing elevator control.After landing; the trim and trim switch were reset. [The engine and control monitor] then indicated normal aileron trim and elevator trim where it should have been for what the PF and PNF felt which was full nose up; the trim also worked again after was reset.There were no injuries or damage.




Synopsis: The electric trim ran nose up with autopilot on. The aircrew overrode the system by disconnecting it.
Date: 202108
Local time of day: 1201-1800
Location: ANC.Tower, AK
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Descended 1;000 ft. then climb to 1;600 ft. to cross final approach fix.




Synopsis: Air carrier Captain reported an altitude excursion during approach.
Date: 202109
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Passenger; Person Flight Attendant
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During boarding First Officer and I smelled an acrid odor.  It started to get stronger and the flight attendants called and let us know they smelled it as well.  Since the odor was getting stronger and we didn't have any immediate indication as to what was causing it; I chose to expeditiously deplane the aircraft through the main cabin door.  While exiting the aircraft; one of the customers remarked that he thought the smell 'was electrical in nature.'  After deplaning we called Maintenance out to look at the jet.  After some back and forth about possible causes; Maintenance decided to take the jet out of service to do a deeper dive.  We swapped aircraft and completed the flight with a different tail number.




Synopsis: Air Carrier Captain reported a fume event during boarding. Maintenance removed the aircraft from service and another was assigned.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: APU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Overcame Equipment Problem; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft's right engine driven generator was deferred earlier in the day. The APU was running and supplying electrical power to the right a/c bus. At approximately 40 KTS on the takeoff roll the APU shut down. Given that we were assigned a complex RNAV departure in busy airspace and having only one source of power; I rejected the takeoff. The reject was performed before the throttles had clamped.I taxied clear of the runway and restarted the APU. I contacted Dispatch; Maintenance; and the duty pilot. The APU was running and stable. We agreed to continue with the flight. The next takeoff was uneventful and the APU stayed running for the remainder of the flight. A review of the item in the logbook; a few days later; showed that Maintenance found the APU oil low.




Synopsis: Dispatched with the right generator deferred inoperative the flight crew of an MD-83 rejected their takeoff when the APU failed. A subsequent relight of the APU was followed by a second takeoff attempt and a completed flight.
Date: 201402
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While doing the originating checks in the morning; my First Officer pulled his oxygen mask to check it and the pin that holds the strap to hang the mask came off. Since it was an originator in a Maintenance Base the mechanics happened to be there next to the plane as always to make sure everything is ok. We informed one of them that the pin came off and he proceeded to look for the pin and reinstalled it. I asked him if I needed to make a write-up in the logbook and he said no; it is fine. I agreed with him since he wasn't actually fixing or changing any part on the airplane I didn't see the need to put this on the logbook as well. [I did] not follow company SOPs and [did] not contact Maintenance Control since I believed this didn't require an actual write up. [In the future I should] contact my Dispatcher and Maintenance Control to clarify and clear any time maintenance personnel are on board of the airplane.




Synopsis: DHC8-300 Captain reports having an oxygen mask strap repaired prior to departure and not making a logbook entry. He is informed after the fact that an entry and maintenance sign off should have occurred.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Caravan 208B
Operator: FBO
Operating under: Part 91
Mission: Skydiving
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Glider; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Runway incursion requiring aborted take-off ground roll. Clear Skies; Clear ground; full length runway visibility. I made two unicom announcements. 'ZZZ; [call sign] ready for 26.' Crossed hold short; lined up; '[call sign] departing 26 on the roll; ZZZ' at about 40kts and 1000 ft down 26; [the other aircraft] announces '[call sign] departing 8' Actions taken: Immediate abort take off to full stop; full reverse/beta. '[I] was rolling on 26 what are you doing?' [The other aircraft] then made a 180 at the 8 and taxied off saying 'oh; ok; you go ahead' Witness at the west end saw and heard the incident and commented to me later during fueling. This is the third incident (first for me). This same incident has happened [to other pilots]. No injuries.Previous attempts to communicate with [the pilot of the other aircraft] post flight on the ground are ineffective; he quickly becomes angry; denies any wrong doing and resorts to violence.




Synopsis: C208B pilot reported rejecting the takeoff when another aircraft announced departure on the opposite direction runway.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
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: Speedbrake/Spoiler
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise flight at FL350; we started a descent to FL330; I deployed the flight spoilers. Immediately after deploying the flight spoilers; we experienced an uncommanded and abrupt left turn.  I disconnected the autopilot and stowed the flight spoilers. Two EICAS cautions messages presented; OB SPOILERONS and FLT SPOILERS.  We ran the QRH checklist and no further action was required.  We were concerned that we may get another uncommanded left roll during the approach and landing; we [advised ATC] and asked for the ARFF (Aircraft Rescue Firefighting) to meet us at the runway.We landed without incident.




Synopsis: A CRJ-900 Captain reported an uncommanded left turn when he deployed the flight spoilers.
Date: 201210
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During landing gear retraction the Green Hydraulic System failed. The Pilot Monitoring secured the PTU and the engine pump as per ECAM; but the System Display indicated a total loss of fluid. We continued climb out to cruise. We discussed the problem with Dispatch and Maintenance Control; during which we decided to divert to a nearby airport. An emergency was declared. We selected the diversion airport based on its long runway; good weather; pilot familiarity; excellent facilities; and available Company Maintenance. We debated whether an overweight landing should be accomplished; but considered doing so prudent and the safest course of action. We configured early and had to use the landing gear gravity extension procedure. The overweight landing at 154;000 pounds was uneventful. We stopped straight ahead on the runway and were towed to the gate. A deadheading pilot; who was invited to the flight deck for the remainder of the flight for possible additional input; reported loud squealing sounds on takeoff during gear and flap retraction. The passengers and cabin crew were briefed several times en route to our diversion airport.




Synopsis: After suffering a Green Hydraulic System failure after gear and flap retraction the flight crew of an Airbus; after consultation with Dispatch and Maintenance; elected to divert to a nearby airport where an emergency was declared and an uneventful overweight landing resulted.
Date: 202105
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: Ramp
Human factors: Human-Machine Interface
Second reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: DG [Dangerous Goods] was planned and loaded without enough mail / bags / ballast. I realized my mistake once I noticed most of my weight in the AFT was cargo and not enough mail / bags as I couldn't close the flight. I also didn't receive a notification prior to closing out the flight. Aircraft pushed early and was returned to the gate as I was contacted by load planning and realized my mistake. DG was removed from pit 4 and placed to pit 3 and secured with bags. Once DG was secured load planner was contacted for pilot notification to be sent.


Second narrative: DG (Dangerous Goods) was planned by Ramp Lead without enough weight to secure it. Load Planner called station to stop push because DG was not secured with adequate amount of weight. Lead had to move DG item #1 from pit 4 to pit 3 to secure DG.


Synopsis: Air carrier ground crew reported a ground gate return to correct a DG loading configuration error and provide flight crew updated DG documents.