elihoole/asrs-aviation-reports huggingface dataset:
Date: 201702
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Windshear; Turbulence
Light: Daylight
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather
Primary problem: Weather

Narrative: We were in level cruise at FL380 after departing for ZZZ. At approximately XA35 we began to encounter what we referred to as 'light chop occasional moderate chop'. Shortly thereafter; the aircraft began to Dutch roll. Autopilot and Yaw Damper remained engaged with no indications of any equipment failure. The Dutch roll got progressively worse; and the pilot not flying; disconnected the autopilot in an attempt to help me; the pilot flying; in regaining control of the airplane. We were still unable to regain control of the aircraft with the autopilot disconnected and the pilot not flying then [advised ATC] to begin a descent. Somewhere below FL370 we were able to get the airplane stabilized and we requested to level off at FL360 to assess the situation; the aircraft; and the passengers. We still had no indications of any equipment failures at that time. Upon our assessment that the airplane and passengers were ok; we noticed that we had flown through an inversion; as the wind had shifted at least 90 degrees in direction. Based on that; and the fact that we had no indications of any failures; I re-engaged the autopilot successfully and we requested a turn direct to ZZZ where we landed without further incident.


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


Synopsis: BE40 crew reported moderate turbulence encounter that caused dutch roll action and loss of control of aircraft. Flight crew was able to descend to a lower altitude out of turbulence/windshear and regain control of aircraft.
Date: 201409
Local time of day: 1801-2400
Location: CLE.TRACON, OH
Light: Dusk
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Cruise
Airspace: Class E CLE
ATC / advisory: TRACON CLE
Reporter organization: Government
Reporter function: Trainee; Approach
Reporter qualification: Air Traffic Control Developmental
Human factors: Confusion; Situational Awareness; Troubleshooting; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was a VFR aircraft routed via SKY direct CYYZ at 3;000.  In the vicinity of SKY radar contact was lost.  I was able to re-establish radar contact intermittently through position reports and a primary radar target that periodically displayed on my radar scope.  Communications were maintained and I was able to give traffic advisories based on pilot reported position.The Radar at CLE has been experiencing problems for over a year.  Since the most recent 'fix' we have experienced targets dropping and reacquiring in the SKY basin area as well as in other areas closer to CLE. Mode C readouts have also been intermittent for small aircraft; especially if they are 30 or more miles away from the CLE ASR9.  I recommend that more attention is given to this radar issue to prevent a serious incident from occurring.




Synopsis: CLE TRACON Controller reports of a blind area related to the CLE ASR-9 radar with aircraft that are low over the SKY airport.
Date: 201412
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: We were being vectored on downwind for the runway. We were at 2000 FT MSL and waiting for our base turn vector. I saw a very quick flash of what appeared to be a flock of birds off the right side of the aircraft. We immediately heard and felt multiple impacts coming from the right side of the plane. Moments later we heard several other sounds that were similar to the previous impacts. We notified ATC that we had experienced a bird strike and needed a turn into the field. While in the right turn to base; the right engine began to fluctuate and lose partial thrust. We then began a turn towards the runway. We also requested CFR be dispatched. We assumed the engine was experiencing a compressor stall since the fluctuations ceased after about five to seven seconds. At that point the right engine was operating normally with no unusual indications. We left both engines running and executed a flaps 15 landing. We decided on a flaps 15 landing since we were unsure of right engine's condition.The landing was normal and there were no other issues with the flight. After landing and stopping the aircraft on the runway; we shut down the right engine. CFR examined the aircraft and reported multiple impacts on the right side but no immediate threats at that point. We taxied to the gate and Passengers deplaned normally. After the flight; we learned that the right engine had been exhausting flames during the compressor stall. There were no reported injuries or other issues with this flight.




Synopsis: A B737-700 being vectored for a visual approach suffered multiple bird strikes which resulted in right engine compressor stall; partial loss of thrust and exhaust flames visible to those in the passenger cabin. The engine soon resumed apparently to normal operation but the flight crew returned to departure airport and landed with 15 degrees of flap as a precaution against possible engine failure.
Date: 201912
Local time of day: 1201-1800
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: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departing RWY 27L at ZZZ; at approximately 800 feet on climbout; we received PTRIM MAIN INOP EICAS warning. Cause unknown. Possible electrical issue.After confirming EICAS message; I called for the QRH and discussed a course of action. We decided to return to ZZZ. The First Officer requested vectors for the return to the airport; then started on the QRH. I took the radios and complied with ATC instructions taking us back to RWY 27R. Once the First Officer completed the QRH and other checklist items; he took the radios back and I notified the Flight Attendant of our return to ZZZ and let the passengers know. We landed without incident and called ops for a gate. Once at the gate; I called Dispatch and Maintenance. Maintenance arrived at the aircraft and resolved the problem. Aircraft was refueled and re-dispatched to ZZZ1 and flight was completed.


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


Synopsis: EMB-145 flight crew reported a pitch trim failure warning that resulted in a return to the departure airport.
Date: 201504
Local time of day: 0601-1200
Location: CYYZ.Airport, ON
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: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: [We] operated normally until arriving at the gate. We were assigned Gate X when reporting in range which is a non-normal gate. Apron cleared us to Gate X via Lane 1. Upon arriving at X there were 3 marshallers; 1 for each wing; 1 for the nose; and several other station personnel for bags. We received normal hand signals to enter and at no time were signaled not to proceed or stop. After parking we discovered that the marshallers signaled us to taxi under the wing of a 737 to the left on Gate Y. At no time did the aircraft make contact and the clearance was greater than 3feet. The configuration of the movable ramp completely blocked my view of the left side and also blocked the captains view. The lead marshaller would have had difficulty seeing the left wing walker due to the ramp. Transport Canada safety officials later notified us that Gate X should not have been assigned to us due to the aircraft on Gate Y. The airport safety personnel later decided that we were to pushback under the 737 so that it could depart. We complied and the station manager along with other senior ground personnel served as safety guides and marshallers for the left wing. The Canadian safety inspector told us that Gate X was not to be used with an aircraft on Gate Y. He said that we never should have been assigned the gate when we reported in range and that apron shouldn't have given us a taxi clearance to Gate X with the aircraft on Gate Y. It would be helpful for this kind of information to be on the 10-7 sheet.




Synopsis: CRJ-200 reported tight clearances operating into Gate at CYYZ because there was a B737 parked at an adjacent gate.
Date: 201509
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 605
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class D TEB
ATC / advisory: Tower TEB
Aircraft component: INS / IRS / IRU
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Equipment / Tooling; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: On approach course to TEB; 2.0 miles outside of TUGGZ at 2000 feet; GS came alive; Pilot Flying (PF) called for 'gear down; flaps 30; landing checklist'. After; as Pilot Monitoring (PM); I put the gear down the aircraft captured the GS; then pitched up to chase the GS which had moved back up to the top of the scale. Aircraft climbed 300 feet before PF arrested the climb and leveled off. GS came back down and the rest of the approach was uneventful. This is a known issue with the GS on this ILS.




Synopsis: Upon glideslope capture during ILS approach to TEB; Challenger 605 crew experienced a sudden nose-up attitude excursion. Pilot flying over-rode the autopilot and completed the approach and landing.
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: RV-12
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was completing initial flight testing of an E-LSA RV-12 aircraft and was landing on Runway 25. After landing; the aircraft was not well controlled on the rollout and I exited on the left side of the runway instead of proceeding further down the runway and exiting on the right side. Upon exiting the runway towards a grassy area; the aircraft crossed the runway edge lights and the propeller struck one of the ground lights. The aircraft was taxied back to the hangar and upon inspection it was clear that damage had occurred to one of the two composite propeller blades. The other blade and propeller hub did not appear damaged. Subsequent tests to the gearbox indicate no damage to the engine. The propeller assembly has been sent to the manufacturer for further inspection and repair.




Synopsis: RV12 pilot reports loss of control during landing resulting in a runway excursion and damage to a runway light and the propeller.
Date: 202002
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Maintenance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff from ZZZ we noticed an unusual odor like wet socks as we continued the climb the odor never dissipated. We leveled off at FL280; I gave controls of aircraft to [the] First Officer and called Dispatch/Maintenance. I was told there was a previous write up; but were not able to duplicate. After consulting with both it was determined to return to ZZZ. An overweight landing was performed approximately 3;400 lbs over and touchdown was less than 200 FPM. Upon reaching gate Maintenance came aboard and at that point I was informed for the first time that apparently some blades were changed not sure if maybe some residual oil/grease might have been left and got into the system? I was surprised that Maintenance Control Center didn't know that maintenance had been done on that day.




Synopsis: A320 Captain reported an air return due to a fume event during initial climb.
Date: 201911
Local time of day: 0001-0600
Location: LAL.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D LAL
ATC / advisory: Tower LAL
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Human Factors

Narrative: On VFR departure from LAL; climbed to 1;500 feet. Was just within the 5 mile ring around LAL's class D. Single-engine aircraft crossed from left to right approximately 100 feet above and 200 feet ahead of my plane. I was in contact with the LAL Tower; but they were very busy and had a full frequency. As my plane was just about to exit the class D; the other aircraft was probably just outside of the 5 mile ring. My ADS-B had been removed for service and I was ferrying the plane to ZZZ; a distance of 14 nm; without ADS-B in.




Synopsis: GA pilot reported an NMAC during climbout from LAL airport.
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
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: Taxi
Aircraft component: APU
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Aircraft; Weather
Primary problem: Aircraft

Narrative: There was no APU operative. Cabin temperature was incredibly high. Window shades open; air vents not open. Requested ground air. Never felt it. Cockpit did not seem to care. I got catered late and was rushing to set up what I could for beverage service. I was sweating profusely. Set up what I could; and then performed safety demo and checks. Went to jumpseat and passed out lost consciousness on jumpseat due to heat. I was hot; dizzy confused and then blacked out. I could not perform my safety duties. We crew members should not have to work under such extreme conditions. Several [passengers] felt ill; and I was not in shape for any type of emergency. I drink plenty of water; and was drenched in sweat. Not a good look for an FA performing Safety Demo. If the carrier cannot provide a safe environment; then change procedures for safe cabin temperature for boarding.


Second narrative: Flight was an MD80 that did not have a 'working' APU [and] the plane was NOT hooked up to external air. While the FO went out to check on the getting external air hooked up; the agents boarded a full flight. [Passenger's] were asking for aircraft but there was no relief. It was very stuffy on the ground. About 20 minutes after takeoff the airplane felt comfortable. While waiting for our return flight/plane; FA Number 2 told me he almost passed out on the jumpseat. In my opinion; we never should have boarded until we had external air (of course having a working APU would have been even better).


Synopsis: Two MD80 flight attendants describe boarding a flight in high ambient temperature conditions; without any air conditioning. One Flight Attendant reportedly passed out on the jumpseat during taxi.
Date: 201207
Local time of day: 0601-1200
Location: MEM.Airport, TN
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MEM
ATC / advisory: TRACON M03
Aircraft component: AC Generation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: We were assigned the TAMMY4 RNAV arrival into MEM. After meeting the crossing restriction at TAMMY we got a new assigned altitude down to 6;000. We were a little unclear about the airspeed and were at ROCAB around 20 KTS faster than what is listed on the arrival. To add to our workload we had a GEN2 fail just prior and we had weather on the arrival.




Synopsis: CRJ-200 Captain reports missing the speed restriction crossing ROCAB on the TAMMY4 arrival to MEM due to weather and a generator failure during the descent.
Date: 201711
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: None
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Procedure

Narrative: The onboard electronic checklist in the 777 fleet is not accurate regarding the Smoke; Fire and Fumes Checklist. A pilot will run the procedure and then come to the end with no indication of further required action when a fire could be burning in the cabin and the information to stop that fire is not referenced nor included in the onboard checklist. The fact that the Bulletin is in the QRH after 5 pages of review; during an event where expediency and accuracy may save lives or all lives; requires the pilot to reread all the steps they just accomplished while a plane is burning; and then instead of a checklist style publication that leads you to exactly the procedure needed to save lives. The pilot must read a bulletin style publication to glean to critical steps needed to save lives. This Bulletin has been in our publications for 3 years; safety needs to be a priority.During a recent FAA required simulator training session; this procedure was found to fail to address the situation of a fire in the cabin. The procedure added to the workload during an emergency in a way the TEM (THREAT and ERROR MANAGEMENT) model would not support; most of all; the procedure in the onboard checklist failed to solve the problem when the information needed does exist. A positive outcome would be unlikely.Fix the onboard checklist in accordance with TEM goals and safety; put the needed information in the checklist in a manner that enhances safety and efficiency thereby increasing the likelihood of a positive outcome in real life.




Synopsis: A Boeing 777 First Officer reported that electronic checklist is not accurate regarding the Smoke; Fire and Fumes Checklist.