elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
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
Aircraft component: Rudder
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at FL300 we experienced multiple uncommanded rudder deflections. The first occurred over a waypoint and was very subtle. We were fortunate because due to the first event I maintained positive contact with the flight controls. The second event was more violent and resulted in an undesired aircraft state. By referencing the turn and slip coordinator and our own senses; we knew the aircraft was 'cross controlled'. I pressed and held the quick disconnect button and took control of the aircraft. We immediately [requested priority handling] and requested a diversion to ZZZ. Unfortunately there was no EICAS [Engine Indicating and Crew Alerting System] messages to provide an appropriate course of action. We realized it was a rudder issue so I felt it was wise to slow the aircraft to 250 knots and minimize bank angles to 10 degrees or less while turning the aircraft. There was no apparent incorrect rudder trim and realized that the problem was due to uncommanded rudder deflections. While being vectored for the approach; I transferred controls to the First Officer and referenced the QRC and QRH for any guidance. We found that there was no action to be taken and we elected to land with flaps full. A successful approach and landing was made resulting in no damage to the aircraft or injuries. Upon landing we received a Flight Control No Dispatch EICAS message.




Synopsis: EMB190 Captain reported uncommanded rudder deflection in cruise flight resulting in a diversion.
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Total electrical failure on climb out from ZZZ. Electrical came back intermittently allowing the pilot to contact Approach for clearance back to ZZZ and again to get landing clearance from ZZZ Tower. No traffic conflicts during the recovery.




Synopsis: C172 pilot reported intermittent electrical failure and return to the departure airport.
Date: 201507
Local time of day: 0601-1200
Location: MSP.Airport, MN
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: We had just started pushing off of our gate when the marshaller had to panic stop the push. We were thrown around inside the aircraft. No injuries resulted. I asked the marshaller what had happened. He told us a baggage cart tug had made a u-turn out of the driving lane into the taxiway directly behind us. I asked him if he could see the tug ID number but he said he didn't.I have noticed an increasing number of close calls with the baggage carts and taxiing airplanes for the last few weeks in the alleyway. Several times I have had to stop to ensure safety as bag carts leave the painted driving area as they pass the cockpit. I can see the carts move out but have been unable to get the tug ID number normally. The few tug ID numbers I have managed to see; I have passed them on to Ramp Operations. However; I haven't noticed any change in the driving habits of the tug drivers afterwards.From the manner the baggage cart tug drivers are operating their vehicles. They seem to be counting on the aircrew to stop for them back in the A/B concourse alleyway.




Synopsis: The pilot reported that the marshaller had to panic stop the pushback because of a baggage cart tug driving directly behind the aircraft.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Another aircraft landed at ZZZ after I had landed. That aircraft had a nose gear failure which resulted in that aircraft flipping over. This is a very remote airstrip in the backcountry. I helped secure that aircraft and we were not able to move that aircraft from the runway. There were approximately 1350 ft. of runway available for me to depart which under the conditions left a safe margin for my departure over the flipped aircraft. I was off the ground in about 500 ft. I departed the airstrip and returned to ZZZ1 to get additional help to move the aircraft from the runway.




Synopsis: PA18 pilot reported overflying a disabled aircraft on takeoff.
Date: 201302
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
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: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While flying a visual approach I began to extend the flaps; but they [were] stuck in the up position. We determined that the flaps were stuck due to an asymmetry problem; and ran the appropriate checklist. We completed the checklist; declared an emergency; briefed the passengers and crew; and made an uneventful flaps up landing with LE devices extended. We stopped on the runway to have the ARFF personnel check the aircraft and then continued taxi to the gate.I had added additional fuel prior to departure; so we had sufficient fuel to properly accomplish a fairly complicated procedure; which required reference to sources outside of the QRH. If we had arrived with the originally scheduled fuel; we would have been very rushed trying to accomplish the emergency procedures. This underscores the fact that company arrival fuel is often marginal; leaving little room if the unexpected should occur.




Synopsis: B737-800 flaps stuck during extension. An emergency was declared and the flight landed uneventfully.
Date: 202005
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; 3
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Door
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Distraction; Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon takeoff; I realized that top latch of pilot's door was not locked. I immediately informed Tower that I would need to go-around and land plane. Tower approved my turn to downwind; base and final. I landed the plane and had my co-pilot walk around outside the of the plane to secure the top latch of pilot's door. I then proceeded to inform Tower that I was requesting to take off on my IFR flight plan.I have had a problem with the door closing on my 2015 Cirrus SR22 for the past year. It has been in the shop on at least X occasions to repair the problem. Every time the dealer/service center says the door has been repaired when in fact it has never been repaired correctly. Cirrus seems to be indifferent to this problem. From discussion with mechanic I believe this problem is not unique to this particular airplane.




Synopsis: Cirrus SR22 pilot reported after departure their door became unlocked and that this was a recurring problem.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Physiological - Other; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Company Policy; Procedure; Human Factors; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: As I was loading inside the rear cargo  [bin] I reached for a bag per new policy. As I reached for the bag my hand was caught underneath the moving belt. As my hand was trapped I reached for the sensor which were removed from the belt loaders; then I attempted to hit the Emergency Stop button; but [that] was also removed from the equipment. I finally reached across my body using the opposite hand. My hand was stuck and almost pulled my entire body out of the aircraft. I managed to dislodge my hand from the belt and immediately exited the aircraft and went to Supervisors office.




Synopsis: A ramp agent's hand was caught beneath a belt loader's moving belt which nearly pulled him out of a B757's rear cargo. Both belt emergency stop activation buttons had been removed.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Fractional
Operating under: Part 91
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [After departure]; upon retraction of the landing gear the amber message 'cabin door' came on. I was the pilot flying. At safe altitude and autopilot engaged I called for the checklist and took over the radio. After asking to level off at 5;000 ft; we noticed that the cabin rate matched the rate of climb of the airplane; which prompted me to shallow out the climb. We agreed that the safest course of action was to return to [departure airport]. I asked for delay vectors; as we were about 600 lbs overweight; and 3;000 ft with probable return to the field. The First Officer briefed the [passengers] on the dynamics of the situation. After transferring controls; I called the [Chief Pilot] on duty and described the predicament. He agreed on the plan of action and started the recovery process. I then called [FBO] to alert them of our arrival. Upon reaching max landing weight we were turned to final on a visual. Landing was uneventful although the ground air brakes did not deploy. We assisted the [passengers] until the recovery crew came from the hotel. They never showed any concern and were very polite in the interaction with us and the next crew.




Synopsis: G-200 fractional Captain reported noting after takeoff they got a 'CABIN DOOR' warning and the aircraft did not pressurize. Flight returned to departure airport.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Balloon
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: Occupants of balloon were Pilot and two passengers. Flew a VFR flight maintaining minimum altitudes over a non-congested area for approximately 1 hour to the NNE of launch field covering a distance of 5 miles. Identified landing area; a harvested crop field; along the expected flight path. Reviewed landing procedures with passengers and initiated a normal descent for a final landing in field. During descent to landing field; experienced an unexpected wind-shift changing balloon track from planned. Instructed passengers on landing procedures. Increased rate of descent of balloon for landing. Landed the balloon in field next to road and continued to vent air out of envelope. During final deflation process of envelope; gust of wind compressed the mostly deflated envelope; sliding the basket on the ground across road stopping at the opposite shoulder. The balloon envelope finished deflating draping over power lines and trees. Response crew and the power company were notified to de-energize the power line and assist with recovery. Ground crew was instructed not to approach the basket. All occupants of balloon were able to exit the basket safely with no injuries. Balloon envelope was extracted from power lines; resulting in minor damage to fabric. To reduce the likeliness of incurring contact with an object after landing; a wider birth can be used when selecting landing areas to account for any unforeseen wind shifts or gusts that may be experienced upon landing or prior to complete deflation of the balloon envelope while the basket is on the ground after landing. A wider birth may be required to account for multiple possible directions of travel.




Synopsis: Balloon pilot reported that a wind gust on landing caused contact with power lines resulting in minor damage to the envelope fabric but no injuries.
Date: 201903
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Checklists
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Commercial; Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Time Pressure; Troubleshooting; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: With the 737 Max's grounded in the world today can the flight controls non normal section table of contents page numbers be messed up. 3 highly experienced 737 pilots took 10 minutes in cruise to find the trim runaway checklist in flight. Bulletin X is so subtle that only after reading it several times and having this issue myself did I realize the gravity of its words. With 99 percent of line pilots using paper checklists this is simply unacceptable. All [Union] and company representatives contacted tonight about this agreed this is totally wrong. A note that the hyperlinks are correct in the iPad QRC does not cut it with all other ways of access inaccurate. If this airplane were to go down because of this technology issue it would look good on the front page of [newspaper]. If you want the iPad to be the sole source of non-normal guidance take the paper checklist out of the aircraft. Otherwise fix the paper timely.




Synopsis: B737 First Officer reported the table of contents page numbers for the non-normal section regarding flight controls may be inaccurate. Trim runaway checklist was difficult to find. Flight ops bulletin is difficult to understand.
Date: 201811
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cockpit Lighting
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was acting as PIC; with two passengers. The other person in the front of the aircraft was an instrument pilot; and filed the flight plan for me since my iPad was in the plane and we were in the FBO; he filed under his own name. Everything was routine except the use of the panel lights; as this airplane does not fly at night very often. During climb out; smoke began entering the cockpit at a rapid rate; accompanied by the smell of electrical fire. Immediately executed a 180-degree turn back to ZZZ and [advised ATC]. Immediately began shutting down electrical systems with the exception of the radio; EFIS; digital engine monitor; GPS; and transponder. Upon shutting off the lights; the smoke stopped generating and began to dissipate. Did not fully dissipate until we were on the ground and evacuated from the aircraft. Made a fast approach to Runway X with no flaps and cleared the runway. Evacuation followed; and no fire retardant was used on the aircraft. Aircraft has been grounded pending inspection by our mechanic.




Synopsis: PA-28 pilot reported smoke in the cabin led to a return to the departure airport.
Date: 201206
Local time of day: 1801-2400
Location: RSW.Airport, FL
Flight conditions: VMC
Light: Night
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C RSW
ATC / advisory: Tower RSW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were cleared by Approach Control for a visual approach to Runway 6 at RSW in night VMC conditions. we were flying the ILS from IAF MUFFE to the runway when on an approximately 2 and ½ mile final and 700 ft AGL we received a TCAS TA immediately followed by a reduce vertical speed RA. The PF added power and started climb; while I looked down and left and saw an aircraft pass approximately 200 feet directly below us. I called traffic behind us and TCAS announced clear of conflict after which the PF returned to glideslope and made an uneventful landing. Immediately after traffic passing below us I called tower and reported a TCAS RA. Tower responded it must be the mosquito sprayer and seemed unconcerned. No traffic advisories were made by Approach Control or Tower.




Synopsis: A B717 flight crew; below 1;000 FT AGL flying a visual approach backed up by the ILS; suffered an NMAC with what the Tower casually identified as '...must be the mosquito sprayer.' The PF flying followed the RA commands and; when clear of traffic; regained the glide slope and continued to an uneventful landing.
Date: 201509
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other All
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Training / Qualification
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Two brand new First Officers were assigned to my LIRA (Rome; Italy) trip recently. They were there to get the 100 hrs. for consolidation. This is not a safe operation to have two brand new pilots on the flight deck. I was very reluctant to take my required break. Over the ocean at night with a new [to them] aircraft and new pilots by themselves!  I will not let this happen again.........This is not necessary and I feel it is unsafe!




Synopsis: A B767 Captain reported he had two newly qualified First Officers on his overwater international flight and feels this is not a safe procedure.