elihoole/asrs-aviation-reports huggingface dataset:
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Situational Awareness; Time Pressure; Workload
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; General Physical Injury / Incapacitation; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Human Factors; Procedure; MEL
Primary problem: Aircraft

Narrative: Had diverted enroute on the previous leg due to electrical odor on the aircraft. Had a STATUS MSG for CARGO VENT FAN. Maintenance determined it was an overheated cargo fan causing our electrical odor. Maintenance deferred fan unit and we continued flight to our filed destination. On approach Purser called cockpit to report electrical odor again in first class cabin area. We declared [an] emergency and made normal landing. Proceeded to gate after fire rescue again checked the aircraft and odor dissipated and offloaded passengers. Three flight attendants complain of headache; nausea; and scratchy throat. All three were treated by paramedics.


Second narrative: [Narrative 2 has no additional information]


Synopsis: After previously diverting en route for an odor and with the Cargo Fan MELed; the flight continued to the filed destination where on approach the odor returned. So an emergency was declared and the crew donned oxygen masks for a short approach. Several flight attendants reported being ill.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Overrode Automation; Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During departure and approach phases; FMS switched to ROLL-GA (Go Around) modes without pilot command. On takeoff from ZZZ; performing the ZZZZZ1 departure from runway XX in HDG (heading) mode; PF (Pilot Flying) called for and PM (Pilot Monitoring) confirmed PITCH mode at acceleration altitude. PM also selected and confirmed E CLB (climb); as had been briefed prior to takeoff. While in the turn to heading XXX to intercept ZZZ RXXX to ZZZZZ; the FMS spontaneously and uncommanded switched to ROLL-GA modes.PF was hand flying; recognized the mode switch; and was able to disregard the flight director's direction. PM re-sequenced FMS for ZZZ - ZZZZZ leg and selected CLB thrust and HDG; PITCH modes with LNAV selected for course interception. After course intercept; autopilot was engaged. FMS performed nominally until ZZZ1 terminal area. Cleared from base leg for descent to 7000'; given vector to intercept localizer for ILS XXR; and cleared for visual approach; PF selected VS mode to begin descent and assigned heading in HDG mode with LNAV pre-selected for intercept. Autopilot was engaged. Again; spontaneously and uncommanded; FMS switched to ROLL-GA modes. Autopilot initiated climb. PF recognized the malfunction; switched off the autopilot; arrested climb; re-trimmed; and hand flew approach to landing. PM selected CRUISE thrust. (GA mode climbed aircraft from about 7400' MSL to about 7600' MSL before recovery and pilot resumption of descent.) PM attempted several times to re-sequence approach in FMS; FMS kept returning to ROLL-GA mode. Additionally; attempts to turn off distracting Flight Director and use raw green needle LOC/GS data for visual approach were unsuccessful. PF landed visually. After arrival at gate and aircraft shutdown; malfunction was entered into maintenance logbook and Maintenance control was contacted.




Synopsis: EMB XRJ-145 Captain reported auto flight system malfunctioned during departure and arrival phase by uncommanded reversion to Roll-Go Around mode.
Date: 201203
Local time of day: 1201-1800
Location: ZSE.ARTCC, WA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: Rapidly lost 45 KTS at FL370. The maximum continuous thrust was set at the onset of the shear. We descended to FL350 to stop the speed degradation and restore airspeed. The non-flying pilot advised ATC immediately and got acknowledgment after the third transmission. There was no conflicting traffic and the ride was smooth. No turbulence.




Synopsis: A B737-NG encountered a high altitude windshear in the southeastern Cascade Mountain Range which caused the loss of 45 KTS at FL370. The Captain exercised his emergency authority and began a descent to FL350 with maximum continuous thrust.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 12
Light: Daylight
Aircraft: Chancellor 414A / C414
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Malfunctioning
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Time Pressure; Workload; Distraction; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: ATC had asked me to maintain 7;500 FT altitude. An electrical fuel switch for the axillary tank system failed causing loss of power to the right aux tank and partial fuel starvation to the right engine. I was able to recover normal fuel flow to the right engine by switching to the main tank on the right. While diagnosing and correcting the problem I had a temporary loss of altitude which I quickly recovered.




Synopsis: A C-414 right engine lost power after an auxiliary fuel pump electrical switch failed causing fuel starvation. The pilot lost altitude while switching fuel tanks to restore normal engine operation.
Date: 201902
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification; Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On landing; winds were reported gusting to 19 knots and a crosswind varying from 330 to 030 degrees from the right side of Runway 25 Right. I landed with no flaps and was aligned with the runway at touchdown of my right wheel. Then I felt the plane drift to the left and it did not respond to full aileron deflection; but continued to drift off into the gravel on the left side and then into the grass. I realized [if I were] to try and force the plane back I probably would have tipped back the other way or spun; so I decided to ride it out to stop in a straight line till stopped. Once stopped; the Tower asked if I needed assistance. I asked permission to shut down and inspect the airplane; which showed that the prop was not hit and the tires were ok. I then restarted the plane and was able to taxi back onto the runway and back to the hangers. In hindsight; I should have probably gone to a nearby airport with runways angled into the wind better. It turned out that shortly before I landed; another Cessna had torn off the left gear and was off to the side on the ramp.




Synopsis: Cessna 182 pilot encountered crosswinds on landing resulting in plane drifting off runway into gravel. Pilot reported no damage to aircraft.
Date: 201407
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We took off and at 70 feet AGL; the airplane stopped climbing. I took the airplane from my student and tried to put the airplane down on the remaining runway; but the elevator was fighting me; and I had reduced control over the elevator. At this point; at 110 KTS; I decided that the safest choice was to fly and deal with the situation as an inflight emergency. We were climbing at less than 110 KTS; with the RPM normal; but with sluggish (at best) elevator control. We reached 300 FT; declared an emergency; and landed safely on [the right runway]. Upon examination; it appeared that two of our elevator cables had snapped. Because of the reduced ability to control elevator tab angle; when I pitched down; speed built significantly because I could not flare; which is interesting to know carrying forward.

Callback: Reporter stated that elevator trim was not adjusted due to the possibility it might exacerbate the situation. Reporter believes that the cables viewed in the tail section behind the rear passenger seats may have been electrical in nature. Maintenance could find nothing wrong with the aircraft.



Synopsis: C172 instructor experiences an elevator anomaly shortly after takeoff (70 FT AGL) with his student flying. The aircraft stops climbing and and the instructor takes over and attempts a landing on the remaining runway unsuccessfully. Instructor then decided to deal with the issue as an inflight emergency. With good power but sluggish elevator control the aircraft is maneuvered to a safe landing on the longest runway.
Date: 201412
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: Chief Pilot on Call notified me at home that Aircraft X was found to have oxygen shut off valve only 1/4 open.  We flew the Aircraft X [earlier] and did not catch this 200 psi drop via the oxygen pressure drop test.


Second narrative: After the aircraft arrived; I performed my exterior pre-flight inspection in accordance with B737 AOM section 6.2. No abnormalities were found with oxygen pressure relief disc. When I returned to the cockpit; I completed the first preflight procedure in accordance with B737 AOM section 6.3. The Crew oxygen system was preflighted in accordance with B737 AOM section 16.1.1. During the test there was no noticeable drop in Crew oxygen pressure. I noticed no defect in the Crew oxygen system.


Synopsis: B737 flight crew reported they were notified after a flight that the aircraft crew oxygen bottle valve was not fully open.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: APU Pneumatic System & Ducting
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other During Paperwork Review
Result: General None Reported / Taken
Contributing factors: MEL; Human Factors; Aircraft; Procedure
Primary problem: MEL

Narrative: While reviewing the B757 MEL; I read [Chapter] 49-Xs [language add-on] for APU Pneumatic issues and I then went to MEL 36-12; APU Shutoff Valve; and was trying to distinguish the difference between the two MELs. They refer you to the same diagram; and [I] wanted to know exactly what APU Pneumatic function meant. The second issue is that [MEL Chapter] 36-12; Paragraph-A; Subsection-1; refers you to the APU Shutoff Air switch; of which does not exist on a B757. An APU Bleed Air switch; does however reside in the cockpit. Please clarify; as I would hate to use the wrong MEL for placarding an APU Pneumatic System. On that note; which MEL would be proper to use when placarding the APU Air?




Synopsis: A Line Mechanic requests clarification of add-on language to their MEL Chapter-49 APU pneumatic issues for B757 aircraft; in order to understand the difference between that chapter and MEL Chapter 36-12 APU Shutoff Valve. Concerns about applying an improper MEL for an APU Pneumatic System deferral were also noted.
Date: 201604
Location: ZZZ.Airport, US
Aircraft: B737-800
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: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: These [medical issue ground communication] events rarely go well from a Cabin standpoint. Whatever training or emphasis Inflight puts on this training isn't working. More times than not the flight deck has to interject themselves into the process to make it work. On this flight three of the four Flight Attendants didn't think a call was necessary. The fourth F/A insisted. She ran the call. It was bad from the start. She didn't inform the A F/A that a medical call was being made. Didn't know where the jacks were; communications were atrocious. At one point when we finally were able to get her to understand she needed to talk to the Dr.; she keyed the MIC and talked for two minutes straight telling the story of the event. It only stopped when the flight deck keyed up the MIC and interrupted her and told her to stop talking. She seemed unable to grasp the difference from information the Dr. would need and completely irrelevant information. This was a non-emergency event by all accounts. The passenger was awake; alert; and said he felt fine after a juice and snack. If it had been critical this could have ended much differently. As it was; I instructed another F/A to take over towards the end. Anecdotally the F/As are not adequately trained to use the headset. They aren't adequately trained to understand the basics of radio communication. They don't talk loud enough. They don't understand the basic information the Dr. will want. They overstate the qualifications of Medical Personnel who are helping. In our case we had a ski resort medic. She repeatedly referred to him as 'Dr'. We are going to hurt someone. This was the worst medical call that I have ever witnessed. It was an embarrassment; and if it had been an actual crisis; a lot of time was wasted. We have to do better.




Synopsis: B737-800 Captain reported the flight attendants did not seem to be adequately trained to properly utilize ground medical resources.
Date: 202108
Local time of day: 1801-2400
Location: CLT.Airport, NC
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Second aircraft: A320
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While being vectored into 36L in Charlotte at around 6;000 feet we encountered severe wake turbulence.  The Captain disconnected the auto pilot and initiated the escape maneuver and I set max thrust and retracted the spoilers.  I advised ATC of our condition and we climbed to 9;000 feet and leveled off.  When I questioned ATC what was in front of us they said it was an A320 5 miles ahead.  I called back to the Flight Attendants to ensure no injuries and they said everyone was ok.  On the ground the Captain documented the encounter in the logbook and contacted Maintenance.

Callback: Reporter stated the aircraft they were following appeared to be an A321 but the Controller said it was an A320.



Synopsis: CRJ-700 First Officer reported encountering severe wake turbulence on arrival into CLT in trail of an A320.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
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: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: In IMC; FL 320; Moderate chop (borderline Moderate Turb); Captain's (CA) window (L1) started to ice up. (Repeat write up) We had all the anti-ice on and the Meter Sel positions all showed positive current. We were focused on that item.We had been cleared to descend via the RNAV arrival.First Officer (FO) advised me that the Autopilot had kicked off. I thought that it had kicked off due to the moderate chop. I took the controls and maintained wings level; climbed back up to altitude (100 feet) and maintained our (on CA's indicator) speed of about 280 knots. I tried to re-engage the autopilot and noticed that the auto throttles had kicked off too. FO called out 'You are slow' I replied something to the effect 'My speed is good; 280.' He called again and I (we) began trying to identify which airspeed indicator was lying to us; if any. We realized that the FO and Stby Air Speed indicators agreed and that we were at or below 210 knots. I began to add power. It happened very quickly and was pretty confusing. The FO called for a descent right as we got just a touch (tickle) of low speed airframe buffet. I added more power and lowered the nose (we had been cleared for the descent).We advised ATC that we were descending and that we would be un-able the RNAV. They cleared us to 11000 feet. At 11000 feet; we changed controls and the FO flew the approach.


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


Synopsis: MD-80 flight crew experienced a faulty airspeed indicator.