elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Detected an odor onboard the aircraft; similar to burning Lithium Ion battery. After takeoff I noticed there's [smoke] or a cloud around the exit row. After confirming it with a aft FA (Flight Attendant); called the Captain and I told him there's a smoke [area] and I'm going to check it [out]. Put the lights on and I started opening the overhead [bins]; to check if there's anything on fire and also under the seats as well as [asking] the passengers to remove their mask and so they can confirm [if] there's a smell in [area]. One of the passenger sitting in 14A told me he had Lithium Ion batteries in his bag. I grabbed the bag and opened it and I checked the battery however there's smoke coming out of his bag and neither the batteries are hot either. I tried to keep the Captain updated with the same information above. The smell lasted about 3 to 5 minutes and disappeared after that. Then we prepared the cabin for [a precautionary air return].




Synopsis: Air Carrier Flight Attendant reported burning odor 'similar to burning Lithium Ion battery' during climb. FA investigated the area and determined the 'possible' cause was spare Lithium batteries in passenger carry on bag. Flight executed a safe air return.
Date: 201604
Local time of day: 1801-2400
Flight conditions: IMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on a large weather deviation to avoid a large line of weather. Passengers; and Cabin Crew; were all directed to be seated earlier; due to turbulence associated with the weather. At FL360 cruise; we received a Cabin Altitude Warning horn and immediately donned masks and established communications. Captain was Pilot Flying (PF). I immediately; as Pilot Monitoring (PM); notified ATC and informed them we were going to descend immediately; and also requested a turn further to the west to avoid turbulence; as we descended; so that we could increase our airspeed for the descent. We followed the QRH; and determined we could not control the cabin altitude. I believe the cabin was around 15;000' to 16;000'; and it was climbing fairly rapidly as we began descent. However; it did not appear to be an explosive depress situation. Masks were deployed in the cabin; per the Checklist/automatically; and I asked ATC what the closest airport was. We decided to divert to the closest field so as not to create a fuel situation by continuing to destination. After coordinating with Flight Attendants (FA); Passengers; ATC; and Dispatch via ACARS; we completed Checklists and landed uneventfully. We requested EMS to be standing by at gate in case any passengers needed medical attention.




Synopsis: B737 First Officer experienced a loss of cabin pressurization at FL360 while deviating around weather. ATC is advised and the flight descends to 10;000 feet diverts to the nearest suitable airport.
Date: 201503
Local time of day: 0601-1200
Location: BZN.Airport, MT
Flight conditions: IMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Flight plan: IFR
Flight phase: Descent; Initial Approach
Airspace: Class E ZLC
ATC / advisory: TRACON BOI
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Got GPWS terrain pull up at 11000 in IMC conditions; executed terrain avoidance procedure. Notified big sky approach; informed that MVA in that area was 10100. Leveled at 12000 and began descent and approach. Landed uneventfully.




Synopsis: A319 Captain experiences a GPWS terrain warning 20 NM south of BZN at 11;000 feet in IMC and takes evasive action. ATC advises MVA for the area is 10;100 feet.
Date: 201510
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: At FL400; two hours after takeoff; the First Officer's control stick began several forward and aft movements as it attempted to trim to maintain altitude. Suddenly; without the autopilot disconnecting; the nose pitched up and [the aircraft] began an immediate 1500 foot per minute climb. The First Officer disconnected the autopilot but the aircraft reached between FL404 and FL405 before the climb was stopped. We immediately notified ARTCC of the altitude diversion and requested a lower altitude to FL280 (out of the RVSM airspace). The autopilot was not reconnected.We noticed the pitch trim to be extremely difficult to operate with 'catches' in the control. Extreme stiffness and then a 'catch' then stiff movement again. The aileron trim was not moveable; frozen in position. On landing we noticed the aileron trim seemed free; and the pitch trim was easily operated.Speculation may lead to an iced control system. Weather in departure airport was light rain; overcast at 2100 feet; winds 180/15 with 10 miles visibility and 30.17 inches of mercury. We did encounter rain on the climbout; but had been clear at FL400 for over an hour. The temperature at FL400 was -40C.Complete a maintenance inspection and determine the cause of the flight control/trim malfunction.




Synopsis: BAE125-850XP First Officer reported possible flight control icing; which led to an altitude excursion at FL400.
Date: 202104
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
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: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: On ZZZZZ SID out of ZZZ; I overshot at or below altitude of XX;000 at ZZZZZ1.  At XX;000; I noticed the overshoot and proceeded with correction.  Aircraft settled at XX;500 before altimeter showed trend correcting back to XX;000.  ATC called us at about XX;300 to verify we were going to stay at XX;000 until ZZZZZ1.  Contributing factors include light aircraft with high climb rate; hand flying and pilot proficiency deficit.


Second narrative: We were cleared to climb via the ZZZZZ RNAV departure from ZZZ. As we approached ZZZZZ1 intersection; I went heads down to get a sunshade.  ZZZZZ1 has a restriction of at or below XX;000.  We exceeded the altitude by 500 feet. ATC called us as we returned to XX;000.  After ZZZZZ1 continued our climb.


Synopsis: Air carrier flight crew reported an altitude overshoot during departure and cited the aircraft being light and lack of flying as contributing factors.
Date: 201309
Local time of day: 1801-2400
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal operation regarding pushback and taxi for takeoff. No abnormal indications and checklists completed without interruption. On gear retraction; felt strong vibration in the rudder pedals and knew the gear doors remained open. ECAM showed the loss of the green hydraulics followed by an overheat of the yellow hydraulic system. Captain performed the ECAM procedures while I flew the aircraft and dealt with ATC. We declared an emergency and returned to [the departure airport]. We landed without any trouble. We were then towed to the gate after emergency personnel checked the aircraft


Second narrative: On climbout; lost green hydraulic system followed minutes later with yellow hydraulic system overheat. First Officer flew plane and talked to ATC while I ran ecams checklists. Declared emergency with ATC and returned to [the departure airport]. We landed without problem. I had already advised ATC that we would be staying on runway after landing as we had no nose wheel steering. Emergency personnel checked airplane and allowed us to be towed. Tow team towed us back to the gate.


Synopsis: The Pilots of a A320 described a green hydraulic system fluid loss accompanied by a yellow hydraulic system overheat. An emergency was declared and a successful landing was completed at the departure airport.
Date: 201308
Local time of day: 0001-0600
Location: GEG.Airport, WA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower GEG
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We received a windshear alert during takeoff roll. Reported weather was a few clouds at 11;000 FT; greater than 6 miles visibility; temperature 15 C; winds 210 at 7 KTS. There were none of the usual meteorological conditions that would indicate that windshear might be a possibility. There were also no windshear advisories from the Tower or PIREPs indicating windshear. The takeoff roll was normal with no airspeed fluctuations. At between 90 KTS and 100 KTS we received an aural 'windshear; windshear' alert. Airspeed was still increasing normally. The windshear symbol appeared on the map display from the nose of the aircraft symbol radiating out from the 10 o'clock position to about the 11 o'clock position. I elected to continue the takeoff as airspeed was still increasing normally; there were no airspeed fluctuations; we were rapidly approaching the high speed regime and there were no other indications of windshear. The rest of the takeoff roll and climb out were normal. No airspeed fluctuations were noted. Approximately 10 to 15 sec after we became airborne the windshear alert went away. Tower handed us off to Departure Control and we cleaned up the aircraft and continued our climb. Leaving about 5;000 FT. MSL; I switched back to Tower to tell them about our alert. As I switched over; I heard the Tower Controller tell an arriving jet that there was a 'windshear alert directly over the runway with a 20 KTS loss but it's probably a false alarm because there is not a cloud in the sky.' Obviously the Tower Controller did not think the conditions were conducive for a windshear event. I then told Tower that we had also received a predictive wind shear alert on board during takeoff but had not encountered any actual windshear. The rest of the flight continued normally. My initial inclination after take off was to chalk up the on board windshear alert as a momentary malfunction of the predictive windshear system on the plane until I switched over to Tower and heard his report. Clearly something caused both of our systems to activate. You would not normally expect a wind shear hazard on a cloudless; clear; calm; 15 C morning at sunrise.




Synopsis: B737 Captain reported he got an internal wind shear alert on takeoff roll that he chose to ignore because conditions did not seem conducive to windshear; but after takeoff he heard the Tower issue a similar alert to an inbound flight.
Date: 202105
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Horizontal Stabilizer Trim Motor
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Time Pressure; Troubleshooting; Workload; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure; Logbook Entry; Aircraft
Primary problem: Procedure

Narrative: Aircraft X was scheduled to have a THSA (Trimmable Horizontal Stabilizer Actuator) oil inspection complete which it failed due to a leak. The THSA was then replaced by 1st and 2nd shift on Date. After installation the THSA failed the operational checks. The aircraft was then turned over to 3rd shift. 3rd shift changed parts but the ops checks were still failing. The corrective action ended by stating no fix and that position transducer on the THSA was suspected to be faulty. The aircraft was then turned over to 1st shift on Date 1. 1st shift signed the non-routine off without addressing the no fix statement. The operational checks were also stamped in the job card as being completed by a mechanic and an inspector. I came in for my 3rd shift last night Date 1 and was curious what 1st shift did to fix the problem. I found that nothing was documented on the non-routine addressing the no fix statement. another mechanic went to the aircraft and went through the ops checks in the cockpit and the checks failed exactly as they did the night before. Management was notified and the aircraft was brought back to the hangar from the gate. I was informed that the mechanic and inspector would be asked about it but the aircraft was never removed from service.  Please have another mechanic and a different inspector run through the operational checks per the THSA replacement job card. the stab control wheel does not return to zero after being placed in 13.5 up position and sec 1 is reset. The THSA stops at .4 when .3 is the limit.




Synopsis: Technician reported procedures were not followed during the replacement of a failed Trimmable Horizontal Stabilizer Actuator.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were cleared for a visual approach backed up with RNAV GPS. The pilot flying began descent to the runway on a normal profile. I was monitoring terrain mode on my MFD (Multi-Function Display) and we were in visual conditions with all nearby terrain in sight. Right after the pilot flying began the descent. We got a GPWS (Ground Proximity Warning System) 'terrain' annunciation. Aircraft GPWS annunciation called 'terrain'. We believe the annunciation was due to not being configured yet; although we were above profile for the backed-up approach and above stable approach altitude. The pilot flying leveled off momentarily and we confirmed we were visually clear of terrain and above profile of the GPS Approach. Configure early on approach to this runway to avoid GPWS annunciations; or note the possibility of nuisance annunciations if configuring on profile.




Synopsis: EMB-145 First Officer reported receiving a terrain warning due to the aircraft not being configured correctly.
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Light: Night
Aircraft: Cessna 425/441 Conquest I/Conquest II
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Ground Event / Encounter Object; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Airport
Primary problem: Ambiguous

Narrative: I was taxiing to the main ramp at my home base. It was night time; rain showers had moved through the area prior to our arrival. It was a very dark moonless night with a lot of glare and reflection due to the rain that had fallen earlier. At this airport we have a military base. We actually got vectored all around to accommodate this [military aircraft] that was out flying. They landed ahead of us on a parallel runway. I had got my taxi instructions from ground control after landing. The taxi clearance was routine. As I crossed a runway prior to entering the ramp area I caught sight of our Marshaller. I continued down the taxiway then made a turn towards the Marshaller. As I started my turn I heard some banging sounds and realized I had left the taxiway. This all happened approximately 100 feet from where our Marshaller was. The tower had failed to turn on the taxiway lights. It was later brought to my attention that the [military aircraft] was doing night vision goggle training. It is my understanding that is why the taxi lights weren't illuminated. I can guarantee had they been illuminated this would not have happened.




Synopsis: C441 pilot reported a taxiway excursion at night while the taxiway lights were intentionally off by the Tower for night vision goggle training by a military flight crew.