elihoole/asrs-aviation-reports huggingface dataset:
Date: 201703
Local time of day: 1201-1800
Location: IWA.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E P50
ATC / advisory: TRACON P50
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I was on a checkride with Mr. X and had just received my transponder squawk for a practice approach for the ILS 30C into IWA. PHX approach control called out traffic as 11 o'clock and 4 miles; then 11 o'clock and 2 miles. Both times we replied with looking for the traffic. Then we received a call to turn 270; maintain 4000 until established on the ILS. As I turned to the assigned heading; I noticed an aircraft in my left peripheral vision and called the traffic to Mr. X. He saw the traffic; but at that point; there was no action taken as the aircraft passed as close as 100 feet; from left to right and then was out of our view. We called Tower and informed them of the near-miss.




Synopsis: PA44 pilot reported a NMAC while on approach to IWA.
Date: 201412
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ATL
ATC / advisory: Tower ATL
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Just after rotation; departing behind a DC-9 the aircraft was hit by wake. Moderate aileron forces were needed but the most concerning issue was a momentary stick shaker. The aircraft was and remained on speed V2 plus 15 knots as bugged; 166 knots. The numbers are certain as they were later checked. We were about 400 FT AGL at start of wake turbulence. There was a slight quartering tail wind. The report is mostly to catalog the event to hopefully avoid other wake events. Duration of event was very short.Cause may have been tail wind and separation being close; along with being right in the center of the wake due to being in trail. Better separation obviously helps avoid these problems.


Second narrative: The rotation speed and pitch attitude were standard. There was a slight tailwind (340 at 6 knots). The captain; who was flying; added the correct aileron and pitch to hold our altitude and gain airspeed while we climbed out.


Synopsis: CRJ-200 flight crew reported encountering wake turbulence in trail of a DC-9 departing ATL that resulted in a momentary stick shaker.
Date: 201809
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: IMC
Aircraft: B737-700
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Autopilot
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were arriving ZZZ with weather reported at 700 overcast and 4 miles visibility. The ILS was out of service; so we briefed and flew the RNAV Approach. This aircraft has no speed intervention. I was flying the approach with the autopilot connected; Lnav and Vnav active; flaps 5 and controlling speed with the throttles. We configured with gear down; flaps 15; then flaps 25. The autopilot disengaged; and would not reengage; so we requested vectors straight ahead and received clearance to maintain 2000 feet. We completed the missed approach; and received a climb and vectors for another approach. We set up and briefed the RNAV Y for this second attempt; then received vectors for approach. Again while configuring; the autopilot disengaged and we executed a missed approach. The weather was less than 1000/3; so there was no approach we could fly without the autopilot. Due to this and our fuel state I elected to divert to ZZZ1. Being in the high traffic approach environment I made this decision without contacting dispatch. Our dispatcher saw the two missed approaches and acars destination change. He contacted us by acars to let us know he was working with the ZZZ1 station and we let him know a short reason for the divert. We landed with 4200 pounds of fuel and the station did an excellent job with the short notice divert.




Synopsis: B737 Captain reported an autopilot failure into IMC airport led to a diversion.
Date: 201509
Local time of day: 1801-2400
Location: ZKC.ARTCC, KS
Flight conditions: IMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Aircraft component: Weather Radar
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: At approximately 100 nm NE of ICT we were deviating due to thunderstorms in the area along the same track ATC was using with other traffic.  The Captain called the flight attendants and told them to be seated.  After a few minutes we started seeing St Elmo's Fire on the forward windscreen.  Shortly after that we had a lightning strike or static discharge on the nose of the aircraft.  After that the radar stopped working.  Cycled the radar on-off but still was inoperative.  We notified ATC that we had lost our radar and asked if our current track would keep us clear of any additional weather.  ATC advised a 20 degree turn right would keep us clear of weather (wx).  A minute later we experienced severe turbulence and our altitude increased approx 600 feet.  We immediately turned left and notified ATC of the altitude deviation.  Within a minute our conditions improved to light chop.  We notified Dispatch of the radar inoperative and lightning strike and routing that would keep us clear of wx.  Dispatch indicated it was able to help us with routing that kept us clear of wx.


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


Synopsis: An A319 flight crew reported they encountered severe turbulence that resulted in slight flight attendant injuries after the weather radar failed due to a lightning strike.
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Descent
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Weather; Procedure; Company Policy
Primary problem: Weather

Narrative: With the tropical system bands arriving in all sectors the weather complexity increased dramatically within all sectors of the specialty. Our personnel count was down to only [a few] Certified Professional Controllers (CPC) at the start of the shift for our night count. I overheard one of the supervisors tell the relieving supervisor that we took two sick hits but the weather wasn't going to be a factor because it's going to shut down our airspace. This proved completely false. With our staffing levels low they decided to combine all low sectors into a mid-shift style configuration. Now you're working 4 sectors with 4 different frequencies with 6 different sites to try and manage. At no normal time do we ever combine all the sectors into this configuration unless we are preparing for the mid [shift.] This was my first session to work it today but I watched another previous controller struggle for almost two hours on position in the same manner. At no time could you provide a good safe service to the flying public. It was utter chaos with the supervisor sitting at the desk for [several] hours letting the specialty go down the tubes.  Have an engaged supervisor in the area at all times; especially with weather. To provide some relief in surrounding approaches for departures; routing; etc. Just sitting there doing nothing for hours is unacceptable. Utilize Overtime (OT) with a low count is unacceptable in the conditions we were experiencing.




Synopsis: Center Controller reported a staffing problem and weather related issues that made the sectors overloaded with traffic.
Date: 201305
Local time of day: 0601-1200
Location: DEN.Airport, CO
Light: Dawn
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
ATC / advisory: Ground DEN
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: Taxi out from DEN ramp; instructed behind traffic taxi SA; A; A hold point. The Company ramp procedures were briefed to include the requirement to hold at the A hold point and contact Ground. We taxied as instructed but missed the hold point for A. Apparently it is very close the SA and was missed coming out of the turn from SA onto A. We contacted Ground without issue and continued with a normal flight. Having briefed the procedure we were looking for the hold point to be further up A. We were following traffic that did not stop at the hold point and were looking for the hold point to be further up A. The Ramp Pages do a good job of describing the procedure but do not show a very good depiction of its actual location.

Callback: The Reporter stated that the crew briefed the HOLD POSITION from a Company airport chart and were anticipating its location immediately upon entering Taxiway A. It was not there and the hold position was not obvious to them at any time. Another point of distraction was the four smaller aircraft taxiing ahead of them did not stop at any point leading them to believe they were not required to even though documentation said otherwise.A good friend of his was going to DEN the next day so the Reporter asked him to locate the HOLD POSITION line. He did not see it either.



Synopsis: A Captain briefed the taxi procedure from the DEN Freight Ramp to the runways including the A hold point; but did not see the hold point on the taxiway and suggested a better chart depiction.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Elevator Trim System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [I] departed as pilot flying. At 10;000 FT as I started to accelerate to climb speed; I noticed the aircraft was not trimming in the nose down direction and wanted to pitch up. I told the Captain I thought we might have a trim problem; and passed control of the aircraft to him to try. He found the same results; returned control of the aircraft to me; and got out the QRH. I took ATC on the radio; while the Captain ran the QRH checklist and contacted Maintenance Control. In the course of evaluating the malfunction with maintenance; and after discussing the Circuit Breaker reset policy; we elected that as a flight control system malfunction; it was within the Captain's authority and would be prudent to attempt one reset of a popped Circuit Breaker. The popped Circuit Breaker was reset and immediately popped again when nose down trim was selected. At this point; we completed the QRH; and began a diversion. An uneventful; heavyweight; flaps 15 (per QRH) landing was accomplished. Stabilizer Trim system failed sometime after the trim was set for takeoff. (Note: aircraft was trimmed nose down to set takeoff trim during normal checklist operations and functioned correctly at that time).


Second narrative: [Narrative #2 contained no additional information]


Synopsis: A B737-800 Stabilizer Trim failed after takeoff without a failure annunciation when the circuit break popped; was reset and popped again; so the flight diverted to a nearby airport.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Avionics smoke ECAM Came on as we climbed toward FL250. We handled the ECAM and determined that there were no other indications of smoke; fire or instrument degradation. ECAM directed LAND ASAP. We declared an emergency with Center and requested a return to our departure airport (approximately 30 miles away). We notified company Dispatch through ACARS and then landed safely. We were inspected by CFR who determined that there were no other indications of fire or smoke. They then escorted us to the gate.


Second narrative: No additional information was provided in the secondary narrative.


Synopsis: Following receipt of an Avionics smoke ECAM warning an A320 flight crew performed the associated checklist procedures; declared an emergency and returned to their departure airport.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Confusion; Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruise flight 70 NM from [destination]; a passenger alerted us that he saw smoke coming from the left circuit breaker panel. I looked down and confirmed that there was in fact smoke coming from the panel. Performed memory items and referenced QRH. [Advised] ATC. The isolation of the electrical systems stopped the smoke. We diverted to ZZZ (~40 NM) as it was closer than [destination] and would have emergency response crew. Landed at ZZZ and performed emergency ground evacuation per the QRH. Fire crews inspected the plane and were not able to find source of smoke but did detect a strong smell of a previous electrical fire. I suspect the source of the smoke was from the heater and or heater fan which was turned on 15 minutes prior; or it was possible it was the lightning strike detector. No circuit breakers or switch breakers were tripped. Aircraft was fresh out of phase; perhaps Functional Check Flights after phase could prevent this experience for passengers. These passengers were on the previous flight which had an air return for a rough running engine.




Synopsis: Cessna 402 Captain reported that a passenger noticed smoke coming from a circuit breaker panel. After confirming that an electrical problem did exist; the Captain elected to divert a suitable nearby airport.
Date: 201901
Local time of day: 1201-1800
Location: UNV.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D UNV
ATC / advisory: Tower UNV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on a visual approach into UNV Runway 24; we received a EGWPS warning instructing the flight crew to take evasive action. The EGWPS warning sounded and instructed us to 'pull up'. The conditions were VFR and we had clear visual contact with the terrain. I started a stabilized descent after I passed the last ridge line to join the final approach course. We appeared to be past the ridge and had over 1;000 ft clearance with the terrain. I immediately performed the EGWPS escape maneuver and the aural alert ceased. We proceeded with the visual approach and landed with no issue. I have flown into UNV numerous times in the [other similarly sized aircraft] and have never had this issue. ATC vectored us in a little tighter than normal and I guess the ridge is a little higher in that vicinity which triggered the alert. In the future I will request a wider vector and delay my descent from the MVA until the aircraft is completely clear of the ridge and established on the final approach course. I also should've been monitoring the 'Terrain' page on my MFD. I typically do this; but realized I wasn't; after the fact; during this event.




Synopsis: EMB-145 First Officer reported taking evasive action in response to an EGPWS terrain warning on a visual approach into UNV airport.
Date: 201704
Local time of day: 1801-2400
Location: ZLC.ARTCC, UT
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Second aircraft: A300
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: While at FL320 in completely smooth air we encountered a jolt of moderate turbulence lasting approximately 2 seconds. This was followed by another jolt of turbulence lasting 2-3 seconds that was moderate to more than moderate; but not fitting of the definition of severe in intensity (FOM); and about 3-5 seconds after the first encounter. In our vicinity an airplane had just passed in front and above us and was abeam our aircraft when the turbulence was encountered. I immediately suspected a wake encounter. This occurred about 100 miles south-southeast of BIL. We asked ATC what kind of aircraft it was and he said his designation was a Heavy Airbus A300. A flight attendant in the rear of the aircraft reported bumping her head. No other injuries to passengers and crew.


Second narrative: At FL320; prior to top of descent; we flew underneath a heavy Airbus 300; with no warning from ATC and the airplane dropped and rolled aggressively. We immediately put the fasten seatbelt sign on and checked in with the flight attendants. One flight attendant said she hit her head on the bathroom door.


Synopsis: A319 flight crew reported an 'aggressive' roll resulted after encountering wake turbulence at FL320 from a crossing A300. A Flight Attendant hit her head during the encounter.