elihoole/asrs-aviation-reports huggingface dataset:
Date: 202104
Local time of day: 0001-0600
Location: RNO.Airport, NV
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C RNO
ATC / advisory: Tower RNO
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
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Runway 16L; the controls were transferred to me by my First Officer (FO).Oakland Center handed us off to Reno Approach; on initial contact we were advised to report the field insight for the visual approach to 16L. After calling the field in sight; I realized that we were a bit high and closer to the field than I had anticipated. Calling for gear down; my first officer called 'speed check I realized that with speed brakes extended; and all efforts to slow the airplane; with a quartering tailwind; my efforts were futile. Still descending and approaching position WORTH on the RNAV approach we were handed over to tower who cleared us for landing on Runway 16L. Being unstabilized at this time and receiving an EGPWS 'TERRAIN TERRAIN' followed by 'PULL UP" my FO and I simultaneously announced "GO AROUND.'We executed the EGPWS escape maneuver and were vectored for another visual approach; followed by an uneventful landing to Runway 16L. Never having flown into the RNO airport; having an FO just off OE (operator experience) and new to the aircraft type; gusty winds; tailwind on initial descent and approach. On landing winds were 260/variable. On arrival at the gate we were told by station personnel other aircraft had also gone around a one diverted. Suggest more emphasis on speed control throughout the descent and approach."




Synopsis: Air carrier Captain reported receiving a EGPWS terrain warning on approach into Reno airport.
Date: 201604
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: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fire Protection System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Troubleshooting
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climbout we received an E2 FIRE DET FAIL EICAS message. Decided to [advise ATC] and return to ZZZ due to the fact we do not know why the fire loop had failed. Had fire rescue meet us on the ground and inspect #2 engine for anomalies. Taxied to the gate and deplaned passengers. Faulty fire loop in the number 2 engine.Other than routine mx; this was an unlikely event and needs to be handled by occasion.


Second narrative: On our climbout as we were passing through FL230; we received an EICAS MSG 'E2 FIRE DET FAIL'. We referred to the QRH and followed the listed procedure. Since we had a fire detection failure for E2; for the interest of passenger safety and [airline] brand; I determined the best course of action for us would be to return back to ZZZ. Center immediately gave us vectors back to the airport and we had an uneventful approach and landing on runway. Once we landed and exited the runway; CFR did a thermal and visual inspection of the engines and followed us back to the gate. Once we arrived at the gate; we were met with gate agent managers; who helped us deplane the passengers safely into the terminal. I also wrote up the maintenance discrepancies in the AML.


Synopsis: EMB-145 flight crew reported receiving an E2 FIRE DET FAIL EICAS message on climbout. They advised ATC and returned to their departure airport.
Date: 202110
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Distribution
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was advised by the B and C FAs shortly before reaching 10;000 feet; that there was a strong electrical smell coming from row 22-24; they advised the flight deck. Once we had arrived in ZZZ; passengers in the same area; advised the C and B FAs that there was condensation coming from the ceiling in the same area 22-24. When we got on the plane in ZZZ1 the flight deck advised us that the APU was inoperative.




Synopsis: A320 Flight Attendant reported a smoke and fumes event during departure.
Date: 201808
Weather elements / visibility: Turbulence
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: Turbulence occurred suddenly as we were descending. I do not recall if the seat belt sign was on or not. The C Flight Attendant and myself were thrown violently around the aft galley. I was told it lasted 8 seconds. At the time it occurred I was standing with my back to the door and the C was facing me or walking towards me. The first impact threw us against the door. This position allowed her to grab the safety handle on the service door behind me. There was never a pause in the turbulence so I was unable to reposition myself to be able to hold onto anything. I think I remember the C Flight Attendant grabbing my arm or hand. I continued to be thrown in the air during the entire event.We had to get in our jumpseat shortly after this occurred for landing. I didn't feel well but thought it would pass. By the time we were at the gate; my symptoms had increased. Paramedics were called. They advised that I probably had a concussion and needed to go to the ER to make sure there was no more severe damage. We were treated and released from the hospital.




Synopsis: A Flight Attendant reported being thrown around the galley while encountering severe turbulence.
Date: 201704
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew FLC Overrode Automation; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Manuals; Aircraft
Primary problem: Manuals

Narrative: Approximately an hour into flight I was given a climb from FL370 to FL380 which we were able to do based on the atmospheric conditions; aircraft performance tables; and FMS performance data. We were also given holding at ZZZ VOR. I slowed from .78 to .76 for the hold. As the aircraft entered the first turn; it was unable to maintain airspeed with the standard rate turn for a hold and the airspeed dropped to just above the low speed cue (yellow tape) and the green pitch limit indicators came up; and briefly went yellow. Because of this razor thin margin I went to heading mode which made the turn at half bank and our airspeed began to recover and we requested a lower altitude with ATC and we were given a descent to FL360 where we were able to resume the normal holding profile with no difficulties. Between the time of getting the lower altitude and flying at half bank we did leave the protected side of the hold for a short duration. The holding table in the speed/flip chart goes to FL350 but no wording as to say not to hold above that altitude and the speed and the buffet margin tables at that altitude for the bank angle and load factor showed us as within limits for our weight; we were in between 95;000-100;000 lbs and were using the 100;000 table. While we were technically still above the low speed cue the margin was too thin and not prudent to remain in that flight regimen and I felt it necessary for flight safety to intervene and use HDG which gave us half bank at that altitude until we could get a descent even though that caused us leave the hold pattern protected side for a short duration. Despite being within the buffet margin performance table-wise I would make the holding altitude limit of FL350; which is the top altitude in the holding table a hard limitation to not exceed.




Synopsis: EMB190 Captain reported the aircraft could not maintain Mach .76 during turns in a holding pattern at FL380. A descent to FL360 solved the problem.
Date: 201512
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Night
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Physiological - Other; Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: Incident occurred approximately 250 NM from our filed destination. I was relief for the flight but occupying the FO seat as PM. CA was in the left seat as PF. We were skirting an area of strong convective activity; deviating well north of our filed routing. Visibility was generally good; with patchy areas of blow-off from TRW. Flight attendants were advised 'It will probably get bumpy in 15 minutes' as we approached the area of TRW. Aircraft was autopilot ON; LNAV/VNAV engaged; seatbelt sign ON. We encountered a region of strong/severe turbulence that badly injured one flight attendant; with several others bruised and shaken. Passengers not in their seats with belts fastened were jostled to varying degrees. We expedited our arrival; informing dispatch of the incident; and requesting operations to have paramedics standing by. None of the passengers wanted to be examined by paramedics; all deplaned. The injured flight attendant was taken to a local hospital; she returned with us the next day. Turbulence encounter entered into AC log book.Our approach/deviation around the area of TRW activity was standard. The major deviation we took to the North appeared safe. Obviously; it wasn't. Not all areas of storm activity are the same. They must be treated with the utmost caution.


Second narrative: Approximately 40 min from arrival with the seat belt sign on I advised the FA to expect a choppy ride ahead; approx. 15 min. They began to secure items. I deviated around the weather. We encountered a brief; severe turbulent jolt for approx. 5 seconds; followed by another less pronounced jolt a few seconds later informed by purser that several FA and approx. six passengers were injured with the #2 being the most severe. Two physicians on board attended to her until landing. We taxied in paramedics were standing by. The FA was dispatched to the local hospital for treatment. Passengers were treated by paramedics and released; some declined help.


Synopsis: B777 encountered severe turbulence at cruise prior to descent which resulted in injuries to flight attendants and passengers. An announcement had been made about 15 minutes prior to warn of the turbulence.
Date: 201206
Local time of day: 1801-2400
Location: EGTT.ARTCC, FO
Weather elements / visibility: Turbulence
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
ATC / advisory: Center EGTT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; 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; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: We were at cruise speed at FL320 in the vicinity of London slightly west of Stansted on the way to Oceanic Airspace. The aircraft entered an area of severe clear air turbulence. Aircraft went into a high speed stall and rolled off to the left. I assumed the pilot flying responsibilities; disconnected the autopilot and began hand flying the aircraft to recover and told the First Officer to contact London Control and tell them we needed a lower altitude. FL300 was immediately given to us by London Control and I began the controlled descent. Approximately 30 seconds after the first stall and recovery the aircraft stalled again into the low speed footer. I continued with the stall recovery and turned approximately 30 to 40 degrees to the left to exit the area. We established cruise at FL300; and after deciding the aircraft did not exhibit any adverse flight characteristics; I elected to continue to destination. Upon arrival; we wrote up the event in the aircraft log for post flight inspection.


Second narrative: [We] encountered severe turbulence just west of London; England at FL320. [We were] unable to maintain altitude. Stick shaker activated twice. Called London Control 300 FT off altitude and received a clearance down to FL300.


Synopsis: An MD11 encountered severe clear air turbulence at FL320 causing both overspeed and stick shaker activation and some loss of altitude. A lower altitude was immediately requested and granted by ATC. The flight continued to destination.
Date: 201305
Local time of day: 0001-0600
Location: MHLM.Airport, FO
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On takeoff roll prior to V1 the nose wheel started to float off the ground.  The First Officer who was flying reacted quickly and applied forward pressure on the yoke; then rotated at or near VR.  At some point he also trimmed  about two units nose down to correct the problem.  The trim was still in the green band.  Enroute we contacted Dispatch/Load Planner and got a print out of the exact distribution of cargo.  The numbers were very close to the planned cargo from the load sheet.  We made the assumption that the aircraft was truly loaded as the print out indicated.  Who really knows?   We had a very light passenger load which can cause an aft CG issue on the 737.  This; in theory; should also been built into the weight and balance plan assuming passengers sit in their assigned seats.  I'm willing to bet the marketing folks didn't consider this issue when deciding to charge more for the front of the aircraft.  I had the flight attendants move about 10 passengers forward in the cabin.  At no time was the aircraft out of safe CG range just farther aft than expected.  When I landed (on a weekend) I called the Chief Pilot on call.  My intent was to get the word to the station folks to make them aware and hopefully remedy the issue.  No one answered the phone and no voice mail was offered.




Synopsis: B737-800 Captain as the NFP reports the aircraft nose beginning to lift prior to V1.  The flying First Officer trims the nose down and rotates at Vr.  The trim setting remained in the green band the entire time.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Air Carrier
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After a stabilized approach to land on runway XXL; we touched down in a normal attitude. Immediately afterwards; the airplane suddenly started to veer to the right. I called for the flight controls; but it appeared the student had locked his legs and was pressing hard on the right rudder. I called for the controls again while applying left rudder in an attempt to stay on the runway; but was unable to overcome the student's rudder pressure. To get the student to release the rudder pressure; I slapped the student's leg and yelled 'move your feet off the pedals; my controls'; but by that time; we went into the grass near the taxiway[s]. We did not hit any runway lights or other signage; and were carried onto the pavement of [taxiway] by our momentum. Only then did we manage to stop the airplane. Tower called FBO1 and a car with Maintenance personnel came out to assist us; and we shut down the aircraft. Upon inspection; we did not find any apparent evidence of damage to the airframe. We decided to taxi back to [FBO2]. Our mechanics were notified; and the airplane was immediately grounded. We spoke to ZZZ Tower upon their request; and all they wanted was a description of what happened; and to make sure that everyone was okay. I gave them my information and statement; and they did not request any further action. The only thing I might have done differently is have FBO1 tow the airplane back to our ramp; just in case of internal damage to the plane. This was out of my control because the student did not let go of the rudder. Whenever I debriefed with the student; I asked why did he not let the control go and the student replied that he just froze and blacked out and that is what caused him to lock his foot down on the rudder.




Synopsis: Instructor pilot reported student locked up the rudder with his legs causing the aircraft to leave the runway after landing.
Date: 201907
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZLC
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: On flight to ZZZ had terrain warning when there was no terrain anywhere close to me at 9000 feet; which was followed by loss of GPS and eventually the autopilot as well. Started working fine after 2 minutes.




Synopsis: C-402 pilot reported intermittent GPS malfunction while in flight.