elihoole/asrs-aviation-reports huggingface dataset:
Date: 201301
Local time of day: 1201-1800
Location: IAH.Airport, TX
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Low IFR conditions in the area with a reported ceiling of 400 FT OVC at IAH and we were running simultaneous operations to Runways 8L and 8R. A BE35 was cleared for an ILS approach to Runway 8L and was talking to the Local North Controller. Traffic Management had coordinated an airport flow change and we were to begin landing to the west (26R/26L.) When the BE35 was very short final and leaving 400 FT the Tower Controller 'swung' the localizer creating for a potentially deadly situation. The Bonanza lost all points of reference for navigation at a very critical phase of flight. The aircraft was IMC at the time and had to abandon the approach. This is like throwing a blindfold on the pilot. The pilot then began to drift right of course in the direction of an air carrier departure off of Runway 9. There were also incredibly strong winds in the area associated with convective activity. Provide re-training.




Synopsis: I90 Controller described an unsafe event when; prior to an anticipated runway configuration change; the Tower changed the localizer with an aircraft on the ILS; on short final and in IMC conditions.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out; passing thru 10;000 FT flight attendants informed us that there was smoke in the aft cabin; advised ATC and returned to departure airport. The Captain secured the galley power and was in constant communication with the flight attendants. On down wind he informed me that the flight attendants were reporting that the smoke was dissipating. We set up for an overweight landing; (132;200 LBS). Proceeded uneventfully to the gate and were met by the Medics (asthma patient) and Fire/Rescue.


Second narrative: Flight attendant's reported smoke in cabin about 10 minutes into climbout; we chose to get turned back and did so with ATC clearance. Immediately shut off galley power and smoke was reported as clearing and now the new problem was a passenger having an asthma attack and being administered oxygen. Our guess was breathing problems from the smoke/fumes. Got right into the airport First Officer flew a perfect approach to a very smooth landing. Medics; Maintenance; and Fire Team at gate right away; everyone was fine and we got a new plane and headed back out. Overweight landing by about 2;000 LBS but did not choose to loiter with a passenger in need of medical attention.


Synopsis: MD80 flight crew is informed of smoke in the aft cabin passing 10;000 FT and requests a return to the departure airport. Galley power is secured and smoke begins dissipating quickly. Crew is able to quickly land and taxi to the gate where paramedics are waiting to aid a passenger in distress.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; Turbulence; 10
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flight Director
Component problem: Failed
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: We encountered moderate turbulence and subsequent loss of the flight director; auto-throttles; autopilot; and yaw damp as well as electric trim. Additionally; we lost the use of both display controllers; and the flight guidance panel which prevented us from inputting data in the altitude select window; heading window and the speed window. We were unable to select our assigned heading or altitudes for our PFDs; and we could not input any data to perform an ILS approach. The aircraft was being flown on autopilot at the time of the encounter with the moderate turbulence. By the time we realized we had lost the autopilot and electric trim; we had descended 500 ft. below our assigned altitude. We reverted to manual trim; and returned to our assigned altitude. At the same time this was happening; we alerted ATC to our problem and requested priority assistance since we were unsure of the nature of the failures at that time; and were concerned we could possibly experience a total loss of flight instrumentation. After a few minutes; we were able to get all systems back online and advised ATC we were back to normal flight operations. We completed the flight without further incident.This appeared to be a mechanical failure possibly induced by moderate turbulence.


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


Synopsis: Gulfstream 400 flight crew reported the loss and recovery of the autopilot and multiple systems during moderate turbulence.
Date: 201404
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: As we were pulling into the gate; the ground crew displayed the stop signal. I was going; honestly; too fast as I was anxious about the flight blocking-in on time and there was about 1 minute until we were going to be late. I was comfortable to at least cross the service road and then stop as our gate area appeared to be clear. There was a catering box truck to our left in the adjacent gate area. Suddenly; a [catering] car came around the front of the truck and was an immediate threat for a collision. I hit the brakes quite hard. I made an erroneous PA announcement to the passengers to please remain seated as the ramp agents weren't ready to accept the aircraft. What I should have said was that a car had pulled out in front of us; and was the reason for the abrupt stop. I was quite bothered by this and when we were marshalled to continue; I pushed the sole running engine's thrust lever up to the stop. First Officer immediately reached over and pulled the thrust lever back toward idle. No injuries or complaints were reported by the flight attendants or the gate agent after all of the passengers had de-planed. I suggest following the marshaller's instructions; limiting taxi speed; and not over-reacting to conflicts. Kudos to the First Officer for helping to keep things in check in a moment of frustration.




Synopsis: CRJ-900 Captain reports a near collision with a vehicle while taxiing rapidly to his gate for an on time arrival. Hard braking is required to avoid the vehicle and when cleared to taxi in by the marshall full thrust is used momentarily; but quickly retarded by the First Officer.
Date: 201706
Location: DAL.Tower, TX
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DAL
ATC / advisory: Tower DAL
Reporter function: Captain
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: We were on downwind at 3000 feet when ATC cleared us for the Visual Approach. We replied ''Aircraft X cleared for the Visual 13L.' ATC then came back and said 'Aircraft X; are you still at 3000 feet'? We said 'No; you cleared us for the visual.' She said 'that was for Aircraft Y'. Well; I heard Aircraft X; my First Officer heard Aircraft X; and Aircraft Y didn't respond when ATC cleared us for the approach! So ATC said 'I'm sorry for the confusion; Aircraft Y is cleared for the visual.' Right after that ATC RECLEARED us for the Visual Approach behind Company aircraft. ATC again apologized and we made an uneventful landing.




Synopsis: Air carrier flight crew reported ATC issued a clearance for the Visual Approach but then indicated it was intended for an aircraft with similar callsign.
Date: 201807
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Load Planning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: This flight will have to be delayed until they can get 15 bags to secure the HAZMAT. The Ops Manager has requested that maybe we could use ballast to secure. I told them that I prefer bags. There is always a problem with this type of flight situation when there are no bags around to secure HAZMAT. I know we must follow the 15 bags policy; but what happens when the flight has to be there and there are no bags. Do we have a plan for this. I will not take any suggests from the floor (as I am hearing different suggestions on what can be done or to do). However I would like to come up with a solution that will help everyone in this situation and be consistent about it.




Synopsis: Load Planner reported compliance inconsistency between company policy and HAZMAT requirements.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff I selected gear up and nothing happened. About 5-10 seconds later we got a GEAR DISAGREE WARNING. The First Officer (pilot flying) called for speed mode; heading mode; autopilot ON. As I was reaching for the QRH the gear safe lights started going berserk: 3 green; 3 yellow; 1 green; 2 yellow; 2 green; 1 yellow; etc. and the nose gear sounded like it cycled up and down 3 or 4 times.With gear lever down indications were three green and the nose gear stopped cycling up and down. Question was; can we really trust the 3 green indicators? We decided to do a flyby and get some outside help. On the first pass we used flaps 20 setting thinking any more would interfere with viewing the gear. As we passed by the EMS leader said it 'did not look like the nose gear was down 90 degrees.' Following a second pass; this time by company personnel; everyone was in agreement that the gear was; in fact; down. We made a wide pattern back around to get ready for landing.Throughout the event; I made numerous communications with Maintenance; the flight attendants; ATC; and PA's to the passengers. We reviewed the QRH for the Gear Disagree Down and Up Procedures and the Landing Gear Up/Unsafe Landing Procedure. The manual extension handle was fully stowed and the gear pins were stowed behind the First Officer's seat. I asked the First Officer if he was comfortable as the flying pilot or if he wanted me to take it. He said he was good and I had no reservations about his piloting skills. Landing was very gentle and we let it roll to a stop on the runway where gear pins were installed and the aircraft was towed to the gate. We landed overweight; touching down at 69;000 LBS. I entered discrepancies in the logbook for the gear disagree and the overweight landing in coordination with Maintenance Control.




Synopsis: A CRJ-700 flight crew returned to their departure airport when they received anomalous gear safe indications following takeoff.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
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: Speedbrake/Spoiler
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: We were operating ZZZ-ZZZ1-ZZZ2 as a through flight; utilizing the same aircraft for both flight segments. Inbound to ZZZ1 we had an ECAM (Electronic Centralized Aircraft Monitoring): Flight Control - Spoiler Fault. The Flight Control System Display showed both #3 spoilers faulted (amber x's). We accomplished the QRH procedure; determined via visual inspection that the spoilers were retracted and consulted with [dispatcher] and [maintenance]. We continued and conducted a normal approach and landing at ZZZ1.Because this same fault had occurred several days earlier; maintenance elected to defer the affected spoilers by de-activating and locking them down. With the aircraft released by maintenance; we departed for ZZZ2.During the climb out we began to notice a slight airframe vibration. I referenced the Flight Control System Display and saw that the right aileron was deflected down and the left deflected upward. There was also a slightly greater than normal amount of rudder displacement.I switched the autopilot off and attempted to trim out the flight controls; but the airplane remained out of trim. There was a check airman on the flight deck conducting a line check; so the captain sent him to the cabin to do a visual inspection of the spoilers. He confirmed that the #3 spoiler on the right wing was partially extended.We again contacted [the Dispatcher] and [Maintenance] and advised them of the situation. The airplane remained fully controllable; and the effect of the raised spoiler on airspeed and fuel burn was negligible. The descent; approach and landing at ZZZ2 were uneventful. When parked at the gate the right #3 spoiler remained in its partially extended position.




Synopsis: A319 First Officer reported experiencing inflight vibration from a partially extended spoiler that was supposed to have been locked down by Maintenance.
Date: 201903
Local time of day: 1201-1800
Location: BUF.Airport, NY
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C BUF
ATC / advisory: TRACON BUF
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Not Flying; Captain
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We had been cleared for the ILS 23 Approach. Just after crossing TRAVA intersection; we started our descent and got a GPWS aural warning; 'Caution Terrain.' We were indicating 4;000 ft. at 200 knots with flaps 8. We then got the aural warning 'Too Low; Terrain; Pull UP' at this point I performed the EGPWS escape maneuver by adding TOGA thrust and initiating a climb. The captain notified ATC of our GPWS warning and that we were initiating a climb. ATC responded with radar vectors back to shoot the ILS 23 approach again. I leveled off at 5;000 ft. after the warnings stopped. We completed the second approach without incident.


Second narrative: Just prior to reaching TRAVA on ILS 23 going into BUF at 4000 feet and flaps 8; ATC told us to descend to 2300 feet. My First Officer (FO) as flying pilot started to descend and we got a GPWS 'caution terrain'. A few moments later 'too low terrain'. Being IMC; my FO executed the EGPWS escape maneuver. We informed ATC of our climb and came back around to do ILS 23 again. At the same point over the ground and same configuration; EGPWS did not go off this time. We landed in BUF without incident.


Synopsis: Air carrier flight crew reported a terrain warning while on the ILS 23 approach to BUF.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ12
Second aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Human-Machine Interface; Confusion; Communication Breakdown
Second reporter function: Approach
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Approx 5 to 10 miles west of ZZZ; I nearly had a mid-air with another aircraft while under ATC control. I was on an IFR flight plan but needed to return to ZZZ1 due to aircraft issue; and the controller cleared me to descend from 8000 feet to 5500 feet while asking me to turn Left; Heading 270. I continued to descend as the controller directed me next to turn Right; Heading 360. I did and was given a traffic point out to an aircraft flying slightly northwest; closing in on me. I acknowledged I saw the traffic on ADS-B. The controller asked if I could climb to 7;000 feet. After one attempt; I told him unable and watched as the other aircraft's ADS-B track closed in closely on me with the range in our altitudes decreasing. Finally when it appeared the tracks would soon be on top of each other; I turned to the right; then requested a turn to the right. The controller approved; then told the other aircraft to immediately turn left. Before pulling away; it appeared the other aircraft had 300 feet of vertical separation from me.


Second narrative: During the position relief briefing Aircraft X reported aircraft issues and requested to return back to ZZZ.  The relieved controller turned Aircraft X left heading 230 and descended them to 5;000 feet.  The relieved controller finished the briefing and I took over the position.  Aircraft Y was roughly 10 miles south-southwest of Aircraft X and direct ZZZ1 at 7;000 ft.  I descended Aircraft Y to 5;000 feet and switched him to ZZZ.  The 2 targets converged and came within less than 2 miles of each other around 7;000 ft.  I missed the other controller assigning 5;000 to Aircraft Y.  Maybe I should have waited to take the position until the relieved controller finished helping Aircraft X work through their aircraft equipment situation.


Synopsis: TRACON Controller and a pilot reported a NMAC due to the Controller not being aware the Controller they had just relieved had descended another aircraft.