elihoole/asrs-aviation-reports huggingface dataset:
Date: 201202
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight crew briefed and understood the RUUDY 4 departure from TEB prior to takeoff. Initial altitude is to cross WENTZ at 1;500 FT MSL. Pilot flying did not call for autopilot to be engaged; was hand-flying the aircraft; and climbed to approximately 1;560 FT MSL before returning to 1;500 FT MSL. Pilot not flying called out 'Altitude' as pilot flying began to correct the altitude. Situation could be remedied by engaging the autopilot at a lower altitude and allowing the automation to capture the altitude. This was discussed and agreed to by both crew members in the debrief after the flight.




Synopsis: CE560 Captain experiences a slight altitude overshoot on the RUUDY 4 with the First Officer flying.
Date: 201201
Local time of day: 1801-2400
Location: SBGL.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON SBGL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Other laser
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While departing SBGL off of Runway 15 on the BOTOM 1A SID; we got a green laser light coming in from the right side of the cockpit. It hit the First Officer side; but he was not affected negatively from the laser. It appeared green in color and lasted only a few seconds. We did notify SBGL Departure Control of the laser encounter.


Second narrative: On departure from SBGL we were climbing after takeoff from Runway 15 when we were lased with a green light. It was directed at the aircraft. When I saw the initial flash; I looked away and reported to the Captain so as he would not look that way. This occurred approximately 6 miles south and east of SBGL off a point of land. As we approached CARV waypoint from the east on the RNAV 27L approach at SBGR; we were lased again from our 8-9 o'clock position for approximately 10 seconds.


Synopsis: An air carrier flight crew reported being flashed by a laser on departure from SBGL. The First Officer added a report of another laser strike in SBGR.
Date: 201312
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Evacuated; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During our first segment climb; we noticed smoke filling the cabin and cockpit. The pilot not flying viewed the rear cabin and noticed the smoke/haze became thicker towards the lavatory section. The passengers confirmed the direction smoke was coming from by pointing up and to the rear. We declared an emergency and made an immediate return. On the downwind the pilot not flying; in the right seat; shut off the APU and noticed smoke still coming from my sidewall air vents. He then shut off the Left Hand Bleed Valve and confirmed smoke stoppage from the Captain's sidewall air vents. With the aircraft in a left base for the runway with a reduced power setting and bleed air valve off; the smoke began to dissipate. The aircraft landed normally and an evacuation was performed on the taxiway. None of the two crew and five passengers were injured. The entire event lasted 5-6 minutes.




Synopsis: The flight crew of a CE-680 declared an emergency and returned to their departure airport when smoke and/or haze filled the cabin and cockpit shortly after takeoff. Shortly before landing the pilot not flying closed an unspecified Left Side Bleed Valve and the smoke started to dissipate. The aircraft was evacuated on a taxiway after exiting the runway.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Turbulence; Windshear
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This was our third leg in the aircraft for the day and the previous crew reported no abnormalities. ZZZ was reporting windshear at 2;000 feet at 45 knots with surface winds below 10 knots in the same direction. Due to the windshear we conducted a Takeoff-1 takeoff with the engine anti-ice on. The takeoff roll was normal; at 400 feet I called for heading and then yaw damper at 500 feet. At 1;000 feet I called for speed 210; and then began to trim the nose down to 10 degrees of pitch. As I was doing this the nose was not coming below 15 degrees and the control forces were becoming stronger; to the point I had the yoke fully forward attempting to lower the nose. While I was doing this I was also attempting to pitch the trim from 8 nose up to nose down. The trim was cutting out after 3 seconds; but was not actually moving and providing insufficient trim. I attempted this 3 times and from each trim cutout the trim only moved 1 unit. As the pitch trim was barely moving and cutting out I thought there could possibly be a runaway so I held the red disconnect button and alerted the First Officer that there was a flight control malfunction.While holding the red disconnect I reduced the thrust levers halfway and was finally able to lower the nose. I then tried using the primary pitch trim again and it seemed to work normally. The rest of the flight was normal and I made a maintenance write up when we landed. I explained the entire situation to the maintenance controller and made a mutually agreed upon write up in the logbook.Seems to be some sort of common failure in the primary pitch trim; but only in flight with control surface resistance. I had a similar experience in [a different] aircraft the previous trip; but only my First Officer had experienced it. I thought she was just struggling with the weight of the control surfaces during takeoff. I found out later that particular aircraft's pitch trim had failed on another flight afterwards.




Synopsis: EMB-145 Captain reported a pitch trim anomaly during climbout.
Date: 202202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While loading mail onto Aircraft X  to ZZZ at  XA40 there was a 5-gallon bucket with liquid inside. I placed it on the side of belt loader to look at later. I called the CSM (Customer Service Manager) on duty out to look at it. I did not load this bucket.I went to pick up the bucket and realized it was full of liquid so I set it aside to figure out what it was a bit later. I called the CSM out to the plane and he was reading the label as I was loading the other mail. He read on the shipping label that it says it is oil in the bucket.Company Y shipped with the post office a 5 gallon bucket full of marine oil.  The post office sent a bucket full of marine oil as mail to be place on a passenger airplane. Company Z (our cargo/mail contract company) loaded the bucket into a cart and brought it down planeside to be loaded.I notified CSM. After flt pushed I brought the bucket into OPS so that they could give it back to Company Z to return to mail facility.Company Y needs to be told that if they ship this mail it can not go onto passenger aircraft. Mail facility that accepted it needed to handle it properly and NOT load anywhere that would get it to be sent on a passenger aircraft. Cargo/mail handlers need to be trained and aware of this type of shipment so it doesn't make it planeside on a passenger aircraft.




Synopsis: Air carrier ramp loading personnel reported a '5 gallon bucket of oil' was improperly accepted for shipment on a passenger aircraft. Ground loading agent refused to load it and referred it to the Supervisor who agreed not to load.
Date: 201511
Local time of day: 1801-2400
Location: LAS.Airport, NV
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 B LAS
ATC / advisory: TRACON L30
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were approaching Las Vegas flying the TYSSN3 arrival. At approximately 30 miles out we were cleared direct to SHAND and descend 8000 ft. A short time later we were cleared for the visual approach to 25L. The auto pilot and auto thrust were engaged and both pilots had Terrain on ND selected ON. Estimating our path to be approaching SHAND on a 300 heading; we discussed flying over the obstacle noted to be 3700 ft on the approach plate and selected 4900 as the altitude for SHAND as published; ensuring we would have more than 1000 ft clearance above the posted obstacle prior to joining the localizer for 25L. We noted how the terrain on ND feature did not display any obstacle in our path. We observed the radar altimeter decreasing and expected that to be our approach to the 3700 ft obstacle. The radar altimeter began decreasing rapidly and we heard a 'Terrain' warning quickly followed by a 'Pull up'. I immediately initiated a climb at TOGA thrust climbing approximately 1000-1500 ft on the same heading. As I recall; the warning sounded once and did not repeat. The FO advised ATC of our climb and subsequent level off and I believe I heard the controller mention the vectoring altitude in that area to be 5000 ft. We quickly reinstated the automation and joined the localizer for 25L.  Extending gear and flaps early we were able to rejoin the published glide path and our approach was 'stabilized' prior to 1000ft AGL so we continued to an otherwise normal landing. To be candid; I understand what triggers the terrain warning but I am uncertain why it triggered in this situation; as I thought we had accounted for the terrain in our approach path by selecting an altitude providing 1000 ft+ clearance. I would be speculating to suggest any other reason as I honestly am not sure. I can say with certainty that recent training on terrain events resulted in what we perceived to be an unquestioned and virtually instantaneous response to the warning once realized.


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


Synopsis: A320 flight crew reported receiving a terrain warning on the TYSSN3 Arrival into LAS.
Date: 202101
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Attendant Current; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; 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 Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out after 5 min. for approximately 15 min. FA (Flight Attendants) 3 and 4 reported smelling sweet glue like odor that went away in about 15 min. About 35 min. into flight FA 3 reported a headache and FA 4 reported headache and nausea. FA 2 reported the smell was faint but did smell it but felt OK. FA 1 and flight deck did not smell odor. The odor was noted from Row 10 to aft of aircraft. The FA 4 reported feeling worse at 35 min. into flight so we elected to return to ZZZ. 1 passenger in 13A reported slight irritation in nose and slight headache. On return to ZZZ as a [prioritized] aircraft on descent through 10;000 ft. flight deck and cabin noticed a distinct odor like Elmer's Glue. Uneventful landing with flight deck on O2 and cabin use of 4 portable O2 bottles. FA 4 went to hospital remaining crew felt fine and continued on new aircraft to ZZZ1 as rescheduled.The probable cause was possible oil leak but no indications in flight deck.Dependent on maintenance findings.




Synopsis: A321 Captain reported a cabin fumes event during initial climb resulting in a return to the departure airport.
Date: 202201
Local time of day: 0601-1200
Location: MLB.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: M-20 F Executive 21
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZJX
ATC / advisory: UNICOM ZZZ
Aircraft component: GPS & Other Satellite Navigation
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; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Environment - Non Weather Related; Airspace Structure
Primary problem: Ambiguous

Narrative: While on personal VFR flight my aircraft ADS-B stopped transmitting over MLB when inbound for ZZZ. Was not aware of it till after landing and reviewing online aircraft tracking and saw tracking data stopped at XA:28 local time about 15 minutes prior to landing. ADS-B Out is provided via Unavonix Skybeacon wingtip strobe. During time from when ADS-B Out tracking stopped; my tablet moving map using a separate ADS-B In receiver lost GPS altitude and indicated 100 ft. GPS altitude when it was previously showing my actual indicated altitude of 5500 FT +/- 100 ft. I still had indications of other ADS-B out aircraft. I did not know my ADS-B Out was not tracking. I thought possibly bad signal to portable ADS-B in receiver or ADS-B tower down. I have utilized the portable ADS-B and tablet previously in aircraft and never had these indications before. The ADS-B Out beacon and the portable IN are separate and do not interact with each other nor does the tablet receive information from the Out beacon. I do not know if the ADS-B towers in the area went down unexpectedly or if other interference caused the OUT and IN to stop transmitting properly. As a result I was flying withing the 30 NM veil from Orlando Class B airspace requiring ADS-B out. I was not flying in or under the Class B however; but ZZZ lies within the 30 NM veil from Orlando. Since I was not on Flight Following with Orlando; I was unaware of the lost of ADS-B out data. I requested a Public ADS-B Performance Report from the FAA after seeing the Data to compare and it showed the same that my ADS-B track log stopped when flying over MLB.




Synopsis: M20 Pilot reported GPS; ADS-B failure which pilot believed was a problem with something other than his aircraft.
Date: 201902
Local time of day: 1801-2400
Location: ZOA.ARTCC, CA
Light: Dusk
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Procedure; Manuals; Human Factors; Company Policy; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: We were cleared to NRRLI and cleared to descend via the SERFR 3. I selected NARWL in the FMC and then Captain verified the fix but we both missed the error. I then selected 6;000 feet in the altitude selector. After three or four minutes; Center called and said '(Call sign)?' We replied and then he said we were off course and sent us to WWAVS intersection and told us to descend to 20;000 feet and contact another Center. We did have the new Controller pass on our error.


Second narrative: The Controller cleared us direct NRRLI with an altitude assignment and the SERFR3 Arrival. We programmed the FMC and thought we had done it correctly. A few minutes later; he cleared us to WWAVS and gave an altitude and a new frequency. He said it would have been easier if we had just gone to NRRLI. After investigation; we saw that we were going direct NARWL instead of NRRLI.Need to change one of those names on the SERFR Arrival. Until then; controllers and pilots both need to overemphasize the correct fix to reduce confusion (similar to what we do when similar call signs are on the frequency).


Synopsis: B737-800 flight crew reported similar named fixes NARWL and NRRLI on the same RNAV arrival caused confusion and led to course deviation.
Date: 201509
Local time of day: 0001-0600
Location: LAX.Airport, CA
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAX
Second aircraft: Heavy Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: I was cleared to turn right on C with a hold short clearance beyond Terminal 6. Something ahead and to the right caught my attention and I made an immediate stop. The something was the tail of a [Company] heavy that seemed too close to the Taxiway C center line. After I had stopped and was sorting out the situation; the FO complimented me on stopping and indicated he had not seen the hazard. After this; there was a radio transmission I think between [Company aircraft] and ground indicating their tug operator had stopped their push to avoid a collision with my aircraft. I stopped about 150 feet short of a potential collision with [Company]. Given that the [Company] had stopped the push; my right wing tip may or may not have collided with the tail cone of the [Company] had I continued to taxi.After the event; the Ground Controller had [Company] pull back into the gate; me continue the taxi; and apologized.




Synopsis: Medium Transport aircraft taxiing out on Taxiway C at KLAX stopped abruptly to avoid a possible collision with a Heavy Transport being pushed back onto the taxiway.