elihoole/asrs-aviation-reports huggingface dataset:
Date: 201309
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AHRS/ND
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Weather
Primary problem: Weather

Narrative: Very bad weather in [the] area. Night IFR with low ceilings; thunderstorms; and turbulence. Took off Runway 27 on XXX departure. Climbing through approximately FL250 picking our way through thunderstorms in the vicinity of YAWNS intersection when we experienced an extremely bright lightning flash followed immediately by AHRS 2 failure; AP fail; and YD fail. We performed appropriate QRH procedures and coordinated with Dispatch and Airport Operation to air return. Because of the line of extreme thunderstorms that was moving through the area we had to fly about 50 mile south before we were able to make a turn towards the north and begin making our way back towards the airport. We were able to find a hole and begin setting up for the right downwind. Accepted the ILS and broke out at 300 AGL and landed without incident. Post flight inspection was performed at night and in heavy rain; but we did notice quite a bit of missing paint and possible scorch marks on the radome and the area around it. Maintenance was notified and was on their way to tow it to their hangar to perform a more thorough inspection when we left the aircraft.  The weather was a big threat. Very electrical; heavy rain and moderate turbulence. I think we did a good job of staying calm and handled the situation appropriately. I was the pilot flying and after the AP failure I was preoccupied with that problem and could have done a better job of looking around for other abnormalities. I didn't immediately notice that the First Officers instruments were gone until I asked her to fly so I could find the correct procedure in the QRH for the AP. If I encounter a similar scenario I will certainly take a step back and get a broader view of the situation instead of attacking the first problem that I see lit up on the EICAS.




Synopsis: EMB145 Captain experiences a lightening strike climbing through FL250 and returns to the departure airport.
Date: 202201
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Takeoff and climb out of ZZZ was normal with normal engine indications. About 10-15 minutes into the flight as we leveled off in cruise. Both the First Officer and I noticed a significant vibration. We did not see anything different on the engine instruments nor could we see anything to indicate where the vibration was coming from out the window. A few minutes later we started to notice a fluctuation on the manifold pressure gauge. We noticed that the right manifold pressure would fluctuate plus or minus 5 inches -10 inches of manifold pressure. It would then stabilize and then fluctuate again. We then decided to return to ZZZ and requested priority from ATC. On our way back to ZZZ we consulted the QRH for anything that could help with a rough running engine. We couldn't find anything; so we just left the QRH open to the Engine Failure During Flight page. The vibration never stopped; and the manifold pressure dropped to as low as 23 inches with the throttle full forward. We were able to safely land the plane and taxi in without incident. The passengers were informed and taken back upstairs. Once on the ground; we were able to take a look at the right engine and noticed the entire bottom of the engine nacelle behind the cowl flap was covered in oil.




Synopsis: C402 pilot reported a loss of engine power and engine roughness resulted in a return to the departure airport.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Dawn
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness; Training / Qualification
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing through roughly 12;000 FT I noticed arching in the lower right hand corner of my forward windshield. As I informed the Captain of the issue we got an ECAM message referring to an overheat in the windshield. The Captain reached up and promptly turned off the heat. About 2 seconds later a loud pop occurred and the windshield cracked all over. Not knowing the true state of the windshield I transferred control of the jet to the Captain. I lowered my seat all the way. We declared an emergency and requested vectors back. Upon arrival I observed a hole the diameter of a BB on the outside of the windshield. The depth was unknown. Going forward it would be beneficial to have some working knowledge of what I was looking at. This windshield did not behave at all like previous jets I have flown. I now know that with just cracking on the outer panel the window is not particularly in danger of failing. I also now know that the bubbling around the area where the arcing occurred is an indicator of a compromised windshield. Knowledge like this would be useful to crews moving forward. Additionally I would like to know what a windshield with a failed inner panel looks like.


Second narrative: Passing about 10;000 FT in climbout the First Officer commented about windscreen arcing; followed quickly by ECAM warning for windscreen overheat; followed quickly by First Officer windscreen pane shattering. Transferred aircraft control to Captain and returned to departure airport. Noted windscreen bubbling at spot First Officer noted arcing after parking aircraft.


Synopsis: A300 flight crew experiences windshield arcing during climbout; followed quickly by ECAM warning for windscreen overheat; followed by the Captain turning off the heat; followed quickly by First Officer windscreen shattering. Flight returns to departure airport.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: DA20-C1 Eclipse
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Aircraft

Narrative: Returning to home airport of ZZZ. Lost engine power approximately at 6;500 ft; 13 nautical miles North East of the ZZZ1 VOR. Immediately recognized loss of power (1000 RPM) and pitched for best glide. No airport was within power of distance. Selected the best field; lacked any other options due to forested mountain terrain. Circled above selected field and performed emergency checklist; engine did not restart. [Notified ATC and squawked 7700] and secured engine for off airport landing. Landed in field. Immediately ensured passenger was ok and helped vacate the aircraft. Family from nearby house had already contacted emergency services. Stood with family and passenger until fire rescue team arrived.

Callback: Reporter stated that they do not have knowledge as to why the aircraft engine lost power and stopped.



Synopsis: DA-20 pilot reported losing engine power and making off-airport landing.
Date: 201908
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cabin Crew Seat
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: In-flight; Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Have written this every time I fly a 777 and nothing is being done about it. The jump seat belts are too short. It is a safety concern. Not everyone is a size 0. Fix them before someone gets seriously hurt.




Synopsis: B777 Flight Attendant reported the jump seat belts on the aircraft are too short and therefore unsafe for many flight attendants.
Date: 201906
Location: MDW.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ORD; Class C MDW
ATC / advisory: TRACON C90
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: I was Pilot Flying. VMC; but cleared for the RNP Y 22L Approach. I responded to RA near SAILZ. Captain reported it while I flew; then re-cleared the approach once conflict was over. Handed off to MDW Tower as we got another RA around KEEEL. Responded accordingly and we were able to continue; stabilized approach before JIBBB.




Synopsis: Commercial First Officer reported responding to two separate RA's on one Approach.
Date: 201907
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: Tower ZZZ
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: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were given a late decent by the controller that exceeded speed brake capability to descend from 13000 to 2500 at ZZZZ. We had been cleared the Visual to RWY 7 and had set up fly the ILS for the path. The Landing Gear was dropped at about 8000 ft to augment the speed brake and achieve the descent required. It was a steep descent; but should have worked fine. As we approached ZZZZZ; we slowed and configured to flaps 5; and I retracted the speed brake and went to flaps 20. At about 2 miles to ZZZZZ it was apparent that a little more speed brake was required and was re-extended with the intent that it be brief. At this point the approach mode was armed with the GS marker showing about 1.5 dots high. We then immediately; but briefly got GS capture; then GS fail (line through the GS symbol); apparently a false GS capture; and the aircraft began to level off in the turn to capture the localizer. The Auto throttle was slow to respond to the pitch up with the speed brake exacerbating the situation; the result being that the aircraft slowed to stick shaker before the auto throttle had adjusted for the new attitude. I immediately disengaged the autopilot; pitched down; added power and the F/O retracted the speed brake. A safe speed was immediately reestablished. We continued the descent momentarily while we assessed our approach; concluding we were no longer in a safe position to land and executed a go around. We were vectored back to the same approach which concluded uneventfully. The aggressive descent from which we tried to transition to an approach left us with very little leeway to adapt to errors and make corrections. The false GS capture was all it took to push us out of workable flight parameters. I thought we were going to get down in plenty of time; but it was closer than I realized. The FO had suggested early on to get a new vector away from ZZZZZ to build some space; which would have slowed things down and allowed us to capture the GS earlier and maybe adapt to the system failure. I will avoid such aggressive descents in the future to ensure that all the transitions and configuration changes occur in a comfortable sequence instead of all at once.




Synopsis: B757 Captain reported late descent requiring excessive slowing of aircraft; resulting in a go around.
Date: 201709
Local time of day: 1801-2400
Location: JCF.TRACON, CA
Light: Night
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class A JCF; Special Use R2508
ATC / advisory: TRACON JCF
Reporter organization: Government
Reporter function: Enroute; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Situational Awareness; Distraction; Confusion; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X inquired if he had a flight plan in the computer for XA:00; I had flight data check and there was a flight plan proposed at XA:00 via the BTY244044 (BTY 244 radial at 44 nm) to the DAG356041 (DAG 356 radial at 41 nm) with several more fixes and clearance limit of the BTY 244 radial at 44 nm. At the time Aircraft X was operating on a complex clearance at or above FL500 which requires the aircraft to remain within the R-2508 complex. At XA:00 Aircraft X requested his IFR clearance. I issued Aircraft X a clearance to the BTY244044 via the BTY244044 fix then as filed and to cross the R-2508 boundary in a block altitude FL510-FL590. At this point Aircraft X is east-southeast of the BTY244044 heading north so I expected he would go past the fix and turn around and join the flight plan route. A few minutes later I observe Aircraft X in the far northeast corner of R-2508 about to spill-out of R-2508 as Aircraft X had never crossed the R-2508 boundary outbound on the flight plan route they are still required to comply with their complex clearance as IFR services are not being provided to participating aircraft until they exit on their assigned route. I issued a boundary alert to Aircraft X and to turn south. Whiskey alerts were completed with ZOA 33 and ZLA 16. Aircraft X continued to fly northbound I then instructed them to turn south immediately as they were now 5 nm outside the airspace. The pilot snapped back that he was on an IFR clearance. I informed him that the clearance I had was the BTY244044 direct DAG356041 and within seconds the pilot replied they were turning south to join the proper route.I suspect what happened here is that Aircraft X will file multiple flight plans with different proposed times and so when the asked about the XA:00 clearance there were no other XA:00 proposed time but there was a later clearance with a XD:00 proposed time and I think they started to fly that flight plan versus the one they were actually cleared.




Synopsis: JCF TRACON Controller reported issues with a drone pilot and the possibility of flying a clearance that was supposed to be flown later.
Date: 201512
Local time of day: 1801-2400
Location: MTN.Airport, MD
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Second aircraft: Fighter
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation - Altitude Undershoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the approach to MTN talking to Potomac Approach; I received ATIS information and Runway 15 in use. Potomac Approach asked if we could accept Runway 33 and we acknowledged that we could. The controller was also in contact with a military aircraft approximately 5 miles in trail for the same airport and advised us to keep our speed up and cleared us direct to the airport. Approximately 7 miles south of the field; we called the field in sight and we were cleared for the visual approach to Runway 33 and contact the Tower. No frequency was given so I had to look it up quickly. The PIC acknowledged he had the airport; but did not commence a descent right away and we were level at 3;000 feet and 200 KTS. As I was looking up the tower frequency heads down; 'traffic' alert sound from the TCAS. I glanced up to the MFD and saw a target 11 o'clock same altitude; moments later we had an RA alert to descend. The PIC flying did not respond to the RA command and I pushed the yoke to commence an immediate descent. The [military aircraft] passed over us between 200-300 feet. I contacted the Tower and realized the PIC had overflown the final approach course. We requested Runway 15 and entered a downwind for; but was requested if we could still land runway 33 due to military requirements. We made a 180 and entered a right base for Runway 33 and landed with no further incident.




Synopsis: CJ-3 First Officer reported an NMAC on approach to MTN when the flying pilot failed to descend on the glide slope as cleared.
Date: 201606
Local time of day: 1201-1800
Location: LGA.Airport, NY
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: Initial Approach
Airspace: Class B NYC
ATC / advisory: TRACON N90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Level at 4;000 ft; and we got a TCAS RA. We advised ATC and he apologized for not informing us of traffic. A/C passed 400 ft above us. They were supposed to be level at 4;500 ft.




Synopsis: ERJ-190 Captain reported an NMAC with another aircraft in the vicinity of LGA.