elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Local time of day: 0601-1200
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G650
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Tower LAS
Aircraft component: Data Transmission and Automatic Calling
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: No incident or deviation; but I believe this needs to be noted. FMC [Flight Management Computer] issues regarding CPDLC [Controller-Pilot Data Link Communications] ATC clearances.On our GVI when receiving our clearance via CPDLC; KUSA Login on at LAS; the FMS MCDU [Multipurpose Control Display Unit] had some vital information missing - when we selected print; that information showed on the printed copy; but it was missing other text that showed on the FMS [Flight Management System]. It took reading both the printed copy and reading the FMC to gleam out our clearance as some information was on the FMS but not the printed copy and vice versa some information was on the printed copy but not the FMS.  Of course; we called ATC to confirm our clearance.This has happened once before - Departing LAX our KUSA CPDLC clearance instructed us to climb via the SID but being familiar with the airport we knew there would be an 'except maintain 5;000 feet' at the end of the climb via; however; the FMS showed nothing - the 'Except maintain 5;000 feet' didn't show on our FMS but it did show on the printed copy when printed.  We cleared it up with clearance delivery confirmed that it showed on their end as 'Except maintain 5;000 feet.'This has happened on both the GVI aircraft that I fly.




Synopsis: Gulfstream VI pilot reported discrepancies in clearances received via CPDLC.
Date: 202008
Local time of day: 0001-0600
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Rudder Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew FLC Overrode Automation; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise at 13;000 [feet]; the crew received master warning message 'Autopilot Fail.' I (Pilot Flying) hand flew aircraft and silenced auto pilot disconnect aural annunciation. Shortly after taking manual controls; Caution message 'Yaw Dampener Fail' and Rudder system 1-2 INOP' appeared. I remained Pilot Flying and took over control of radios while Captain ran QRH Checklist. The QRH directed us to push out both Rudder SYS 1 and Rudder SYS 2 buttons on overhead panel. Further along the QRH directed us to PUSH in Rudder SYS 1 and Rudder SYS 2 one at a time. We followed the QRH and PUSHED in Rudder SYS 1 and nothing happened. Captain then PUSHED in Rudder SYS 2 the aircraft started a hard yaw to the right. The Captain immediately pushed the Rudder SYS 2 button back out and yaw stopped and aircraft flew normally. Rudder SYS 2 button remained pushed out and caution message 'Rudder SYS 2 Inop' remained rest of flight. I (Pilot Flying) continued to hand fly aircraft to ZZZ and the Captain continued to notify Company and [advised ATC] and [told] Flight Attendant and passengers. Shortly after [advising ATC] we were cleared to ZZZ via present position Direct. Captain calculated landing performance and speeds with guidance from QRH. We briefed the approach and accomplished all adequate checklists. We received radars vectors from ATC for ILS XXL. Approach was flown and landed without incident. We taxied to gate and wrote up in maintenance logbook.  EICAS messages: 'AUTO PILOT FAIL'; 'YAW DAMPER FAIL' RUDDER SYS 1-2 INOP'




Synopsis: E145 flight crew reported loss of rudder control required a precautionary landing.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Weather
Primary problem: Ambiguous

Narrative: Landed on runway covered in snow. Nobody was on the island to give a runway report. Remote cameras did not show deep snow however the cameras do not show the runway itself. Based on a fly by and inspection of runway side cones I considered that the snow was only a few inches deep and suitable for landing. There were no berms or drifts apparent. Temperature was below freezing and the wind was about 15 knots from the right side. Soon after touchdown I ran into deeper wet snow that caused the airplane to rapidly decelerate and to ground loop off the side of the runway into soft ground. Both main landing gears collapsed and the right wing touched the ground before the airplane came to a stop. Nobody was hurt and emergency evacuation was not required.




Synopsis: The pilot of a PA31 experienced deep snow during landing that resulted in a ground loop; runway excursion; and main landing gear collapse.
Date: 201603
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Descending into IAH via the SKNRD arrival. We had been in-trail of a B777 for some time and had received speed assignments from ATC to maintain spacing. The B777 had been cruising at FL380. Our cruise altitude was FL360. The B777 began its descent around the same time as we did - possibly shortly before us. Shortly after beginning our descent; and at an estimated altitude of FL350; the aircraft rolled rapidly to the right. The FMA display showed a loss of LNAV and a degradation to CWS R. I estimate that the maximum bank angle was in the range of 45 to 60 degrees to the right. The Captain; who was the flying pilot; assumed manual control and recovered to a wings level descent. He ensured that the aircraft was under control and progressively returned us to MCP SPEED; LNAV; VNAV PATH and rejoined the arrival course. Shortly after the roll excursion; while we were still working to restore automation and turn back to course; ATC (Houston Center) noticed our track diverging from the arrival and inquired. We reported the wake turbulence encounter and that we were returning to course.I do not know the extent of our lateral deviation from the course but would estimate it to have been no more than three nautical miles--probably less. We did not deviate vertically from our ATC clearance. Once the aircraft was stabilized and the automation level restored I contacted the flight attendants and they reported that there were no injuries and they [were] okay in the back. The Captain made an announcement regarding the event passengers. The seatbelt sign was on during the event. After the incident; ATC told us that we were 8NM in trail of the B777 and continued to manage our spacing via speed assignments on the arrival. I do not know why we encountered the wake turbulence as we were in full compliance with our ATC clearance which [should] have included adequate wake turbulence separation.




Synopsis: B737 First Officer reported encountering wake turbulence in trail of a B777 at FL350 that resulted in a 45-60 degree roll.
Date: 201209
Local time of day: 1801-2400
Location: CRW.TRACON, WV
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class E CRW
ATC / advisory: TRACON CRW
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: AZQ Sector called to coordinate a non-RADAR inbound to BKW at 070; a C560. I told them to 'keep em coming.' The AZQ Controller failed to follow instructions and switched the aircraft non-RADAR to me. There are numerous reports filed on this same issue. It continues to happen. We need a new LOA with AZQ that addresses the current procedures that most controllers are using. Apparently; AZQ Sector isn't playing by the same play book as us.




Synopsis: CRW Controller voiced concern regarding non-RADAR procedures utilized by an adjacent sector. The reporter noted LOA procedures are not being followed.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: DC Generator
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: Climbing out from ZZZ at approximately 6;000 feet MSL we experienced dual generator failure. We attempted to reset the generators but they would not reset. We then opened the emergency checklist and performed the emergency checklist procedures; but the generators would not reset. We contacted Approach and told them of our situation and that we would be returning to ZZZ and landing. Approach control gave us a lower altitude and an initial heading. A few seconds later the aircraft lost all electrical power and were unable to use the radios. As we got to a lower altitude we were able to get cellphone reception and called the ZZZ control tower. We [advised them of the situation] and ZZZ tower cleared us to land. We had to manually pump the gear down so we made a low pass so the control tower could confirm that our landing gear appeared to be down and locked. We then made left closed traffic and landed safely on runway XXR at ZZZ with no issues. We then taxied to FBO and shut down the aircraft. All passengers and crew exited the aircraft safely and with no incidents or injuries. The aircraft sustained no physical damage at all. The SIC then called the ZZZ control tower to give them an update; and personnel at ZZZ tower said they would contact us at a later time if they had any more questions.




Synopsis: B20L Captain reported a total electrical failure.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear; 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness; Fatigue
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: [Student and I were] practicing landings for CFI initial rating. Winds were reported at 20 knots and variable from 130 to 160. Runway we used was 5 for takeoff. Upon landing we had an extended landing distance from partial tailwind. As we touched down the tail was picked up and the plane began to turn to the right on the nose wheel and head off the runway. I took controls from the student and applied full power. The aircraft lifted off the runway and flew approximately 3 feet off the ground with the stall warning horn continuously on. The aircraft would not climb as the wind was shifting rapidly causing each wing to dip back and forth. I was able to get the aircraft over the taxiway as it tried to settle back down. I kept directional control over the taxiway approximately 5 feet above it and the aircraft started to accelerate and lift. At this time I deemed it safe to remove flaps from 40 degrees to 20 degrees as instructed by the Pilots Operating Handbook. We climbed out and came back to land without further incident. The chain of events started with not having adequate rest the night before. Then continued with the decision to fly as a result from the perceived level of experience of the CFI student candidate. The final chain of events was the decision to land rather than perform a go around earlier while airspeed was still available. I believe the decision to leave flaps full for the initial transition over the dirt to the taxiway on the go around helped to keep the aircraft from stalling until it was able to accelerate to a safe airspeed.




Synopsis: C182 Instructor Pilot reports taking control from his student during a crosswind landing with a tailwind component. The flaps are left at 40 degrees as the aircraft has drifted off the runway and is barely airborne with the stall horn sounding. Once the aircraft begins to accelerate and climb the flaps are move to 20 degrees.
Date: 201409
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
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: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at cruise at FL380; the FAs called and reported odor of smoke in cabin and said it was getting worse. We started Smoke/Fire/Fumes on Aircraft Checklist and notified ATC that we were diverting to ZZZ. Upon landing at ZZZ; we exited the runway and shut down the engines and fire rescue performed a check of the aircraft. Upon being cleared by fire rescue; we taxied to the gate and deplaned the Passengers and Crew. Fire rescue then performed a cabin inspection and were unable to identify the source.




Synopsis: B737-700 Captain reports diverting to the nearest suitable airport when the flight attendants report smoke in the cabin. QRH procedures are complied with.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
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: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were in the climb when the red left oil CAS warning went on but the oil pressure gage still indicated over 30 PSI. In compliance with the QRH we continued climbing. However the oil pressure started to fluctuate above and below 30 PSI but not below 25 PSI. At that point we contacted Maintenance Control and asked them to advise Dispatch we were diverting to a nearby regular airport.We did the appropriate checklists; informed the Flight Attendant and diverted. I made the appropriate logbook entry and advised Operations of our divert.




Synopsis: A CRJ-200 flight crew diverted to a nearby airport when the left engine oil pressure began fluctuating and the CAS oil warning illuminated.
Date: 201910
Local time of day: 1801-2400
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp LGA; Tower LGA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Company Policy; Airport; Procedure
Primary problem: Company Policy

Narrative: Landed in LGA and contacted Ramp to make sure we were cleared in. The Ramp cleared us in after another carrier aircraft. I then called Ground Control and told them we were cleared in then called Company for the on the Ground call. There was normal LGA congestion. Ground cleared us to the ramp; after giving way to a few aircraft and a switch over to the inboard taxiway. It took about five minutes from the time I contacted Ramp to the time we were approaching the ramp. We could not see any aircraft on the ramp so we assumed the (other carrier) aircraft was already clear of the ramp so we proceeded in slowly.The nose had just entered the ramp when we saw the small commuter aircraft coming from around the corner. He had been hidden by the building; so we moved over to the right so he could get out. Ramp scolded us and told us to do a 180 back out the ramp. We told him we could do that; no problem. We did not move because we needed to talk to Ground Control first. The other carrier aircraft Crew said there was plenty of room to get by us. The left the ramp and we continued to the gate.I do not care for our policy to call so many people in such a short period of time in LGA (Ground; Ramp; Company). Calling Ramp such a long time before you are even close to entering could lead to confusion. I wish we could call Ramp one time; as we were approaching the ramp like we do at every other airport that has a ramp.




Synopsis: B737 First Officer reported a ground conflict while entering the ramp due to confusing company and ATC policies.