elihoole/asrs-aviation-reports huggingface dataset:
Date: 201710
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Wheel
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The number 2 main gear tire shredded on departure from ZZZ. We did not realize this until in the cruise portion of the flight when ATC notified us that we were one of 3 aircraft that they suspected had blown a tire on takeoff from ZZZ. After careful elimination of other flights by ATC; ZZZ field operations and Company; it was determined that we were the most likely Aircraft to have experienced this event. As such; I deemed absent any other information that it would be prudent to [advise ATC]. After briefing the FSM about preparing the cabin for the possibility of an evacuation; I proceeded to make a PA to the passengers informing them of our situation and instructed them to comply with flight attendant instructions. It was at this point that passengers on the left side of the aircraft confirmed that in fact they did observe large chunks of rubber flying out from under the flap. We informed ATC of our intentions to land at ZZZ1 and to have CFR standing by. After careful consideration and consultation with my FO; we deemed it to be the safest course of action to fly an Autopilot coupled approach using flaps 40; minimal auto braking and reverse thrust as well as not arming the auto spoilers for landing. I elected to fly the approach with the FO assuming monitoring pilot duties. RVR was 2400.Upon breaking out of the fog; I disconnected the Autopilot and landed the Aircraft initially on the Right main gear and began a slow deceleration until the Left Main settled on the Runway. Braking was light and reverse minimal. I manually deployed the ground spoilers as we slowed through approximately 100-120 kts. We stopped straight ahead adjacent to high speed turnoff. The FO then made a remain seated PA. CFR inspected the left main gear for damage or fire. They indicated that the brakes were not all that hot and that fans were not required. Also after careful consideration; and consultation with CFR we deemed it safe to deplane the passengers via airstairs through door 1L to busses awaiting on the Tarmac. The aircraft was then towed to the gate by Maintenance without incident. I overlooked the ELB entry at the gate for the incident.




Synopsis: B737-800 Captain reported a main gear tire shredded on takeoff.
Date: 201503
Local time of day: 0601-1200
Location: ONT.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
Airspace: Class C ONT
ATC / advisory: Tower ONT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
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: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Ambiguous

Narrative: Arrival ATIS for ONT indicated light winds; ref +5. A new ATIS came out indicating an increase and a direction change; more northerly of ref +12.  On the first approach; we were held high because of GA traffic. When finally cleared for the visual; we were too high to continue.  I executed a missed approach at 3500 feet as the approach end of the runway disappeared under the nose. From over the mountains east of ONT; we had a continuous tailwind of around 30 knots. This missed approach had nothing to do with this event but is indicative of the changing wind conditions.After the missed approach; we were vectored to a left downwind for landing on 26R. After turning base; we were cleared for the visual and switched to Tower. Tower informed us that the wind was 300 at 30 knots down to 200 feet and previous aircraft had reported an airspeed gain at 200 feet to 500 feet and we were cleared to land.  We were configured; on speed; and stabilized at 1000 feet AGL. The approach continued without a problem and was relatively smooth. I was using the HUD and could see the crosswind vector.  It was about 20 to 30 knots. At about 200 feet; we did get an airspeed increase but not too bad.In close and in the flare; I could feel the tailwind. I do not recall the wind vector in the HUD.  After landing and exiting the runway; I told Tower that the wind didn't decrease at 200 feet. I asked for the current wind. Tower replied 020 at 30. I asked the First Officer (FO) to input that wind into the [computer]; which said we landed with a 22-knot tailwind; over twice the limitation.




Synopsis: A B737-700 Captain reported landing with a 22 knot tailwind component in rapidly changing weather conditions.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Landing Without Clearance; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I am a student pilot taking [flying] lessons. I was on the final leg of my solo cross country flight and was given runway 15 to land. I was asked to enter traffic pattern right downwind and report mid-field. However; when I reached mid-field and was about to report my position; all communications went dead and shortly thereafter all avionics shut down.I was unable to communicate at all. All avionics including transponder went dead and I couldn't squawk 7600 for communications failure. I decided to move away from the airport and gain altitude and perhaps land at a non-towered airport and as I was taking that action; my fuel gauge had me at almost empty. This could have been part of the electrical issue (I had more than enough fuel for the entire flight) but not taking any chances; I circled the airport to visually check for any traffic and landed [on another runway]. After that I called the tower on my cell phone once I was clear of the runway. Under instructions from the tower; I was able to taxi to parking.At this point not sure what happened that caused the failure. Prior to take-off I checked the ammeter which indicated normal readings.




Synopsis: C172 student pilot reported a complete electrical system failure while entering the traffic pattern.
Date: 201508
Local time of day: 0601-1200
Location: CDB.Airport, AK
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 3
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Recip Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Initial Climb; Final Approach
Airspace: Class E ZAN
ATC / advisory: CTAF ZAN
Reporter organization: Air Taxi
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter VFR In IMC
Detector: Person Passenger
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Weather

Narrative: On a flight from Cold Bay we climbed out of Cold Bay through 450 foot ceilings and broke through the cloud deck at about 2;500 feet all the while on a VFR flight plan (transponder on 1200). At the intended destination we did what I believed to be the GPS approach. We descended from 3;000 through the cloud deck from 2;500 to 500 feet. At 500 feet I could see spots of the ground and water here and there. The pilot leans over and said I didn't see anything did you. Looking at the transponder I see we are still VFR 1200. The GPS mins for the destination are 1;040 and 1¼. We then head back to Cold Bay where the pilot than does a popup to get back into Cold Bay and puts [a code] into the transponder. We do the ILS and the lights pop out at 300 feet (275 minimum for straight in) and he banks left at 300 feet to do the circle to land (560 foot minimum). I can find no special allowance for this any place.




Synopsis: A commercially rated pilot flying as a passenger questioned whether a flight from CDB to another ZAN airport was legal because it was apparently conducted out of IMC; VFR enroute; IMC into the destination with a missed approach then VFR back to the departure airport.
Date: 201404
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: Pressurization Outflow Valve
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We] received cabin altitude master warning. Cabin altitude increased to 10;000; at FL360; autopilot disengaged; [we] donned masks and accomplished QRH for cabin altitude. Contacted ATC; declared emergency and initiated descent. Descending through FL260 switched auto controller 2 to auto 1; with no effect. Descending through FL200 cabin altitude began to decrease to 8;000. Diverted to a nearby airport and landed with no further issue. Maintenance found a piece of debris lodged in the over pressure valve.




Synopsis: Upon receipt of a cabin altitude warning a B757 flight crew declared and emergency and initiated an emergency descent. They diverted to a nearby airport where Maintenance found debris blocking the overpressure valve open.
Date: 201905
Local time of day: 1801-2400
Location: IUA.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G IUA
ATC / advisory: UNICOM IUA
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Rotorcraft
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Aircraft landed -all three wheel on runway --then the left wing was caught by a gust of wind and the aircraft went into a ground loop- the aircraft did not respond when applying correction for the gust of wind. The trees to the southwest side of the runway caused an unexpected wind current which caused the ground loop. The deep ditch also contributed to the situation (the ditch next to the runway is deep and wide) I found the controls did not respond to the gust of wind therefore causing the ground loop. The cure for the problem would be to fill in a large portion of the ditch and cut down the trees to reduce the air current problem.




Synopsis: Small aircraft pilot reported a loss of control of aircraft caused by wind after landing.
Date: 201502
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Recirculation Fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff from runway XXR at Airport ZZZ Smoke began to fill the cockpit at approximately 2;000 feet. Requested to level off at 3;000 feet then [advised ATC] and requested a return to Airport. Turned off Left recirculation fan as this seemed to be source of the smoke; smoke then cleared rapidly. Landed uneventfully on runway XXL and returned to the gate where maintenance began a check for source of the smoke and overweight landing.


Second narrative: During climbout from at approximately 2;000 feet MSL; cockpit began to fill with dark gray smoke. Requested level off at 3000 feet; requested return to ZZZ. Received radar vectors for left downwind and ILS. Turned off left recirculation fan and smoke stopped. Smoke cleared on downwind leg. Normal approach and normal touchdown for an overweight landing. 145;000 (Minimum Landing Weight 144;000). ARFF verified no additional issues.


Synopsis: A B-737-800 flight crew noted dark grey smoke in the cockpit after takeoff at about 2;000 feet. They requested level off at 3;000 feet; and requested return to departure airport. They turned off the left recirculation fan and the smoke stopped. They landed uneventfully at 1;000 pounds over max landing weight.
Date: 201702
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cockpit Lighting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: MEL; Aircraft
Primary problem: MEL

Narrative: During the arrival phase of flight. We both noticed the entire overhead panel was completely dark. As I was the first officer attempted to adjust the overhead lights. This was unsuccessful. We then reviewed the MEL. When we reviewed the MEL section prior to our 1st departure; we were under the impression that one portion of the cockpit lighting system was not working. It wasn't until the descent phase of this flight that we realized the entire overhead panel was completely dark. After we reviewed the MEL section again; it was determined that the wrong MEL was applied. The MEL below the one used carried the condition that the aircraft couldn't be flown at night. I can't imagine how anyone could see the condition of the overhead panel and apply MEL 33-11-XY. The technician that responded in ZZZ was able to fix the problem in ten minutes. This aircraft was in maintenance in ZZZ1 and ZZZ2. Why wasn't the simple fix accomplished on one of these visits instead of passing a potentially dangerous condition to the next guy?If there was an emergency or QRH procedure at night in this aircraft it could have had dire consequences.




Synopsis: A Captain of a Bombardier CRJ-700 reported that the entire overhead panel was completely dark.
Date: 201510
Location: ZZZ.Airport, US
Aircraft: B737-700
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: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Departure and climb out was normal. A maximum power takeoff was performed to get above gusty winds. Cruising at FL380; the A FA called to let us know they smelled a faint burning rubber odor around Row 7-8 on the captain's side. We reviewed the Smoke; Fumes; Odors Checklist and agreed that we would hold off on running the complete checklist until the FAs had a chance to investigate or we smelled any odor. We analyzed divert options and identified ZZZ1 as a potential divert if any smoke; fumes; or fire were discovered. We notified ARTCC; notified Dispatch of our plan; and requested Maintenance. We got an update from the FAs who told us that the smell was dissipating and they had searched bins; computers; etc.; and found no sign of smoke or fire. Based on this assessment; we elected to return to ZZZ. We briefed and accomplished the Divert Checklist; reviewed the arrivals and approach; and determined our plan and possible contingencies after landing. We updated Passengers and Flight Attendants on the plan. During this update; the FAs said they could no longer smell any odor. When time permitted during descent; we reviewed the Smoke; Fumes; Odors Checklist again and accomplished the first page of items; then reprioritized in preparation for the approach and landing. The Captain accomplished a visual approach; taxied clear of the runway; and had fire/rescue perform an inspection of the aircraft. Their inspection was clear and we continued to parking uneventfully.We should have prioritized a complete review of the applicable QRH checklists before becoming distracted by the divert and contingencies.




Synopsis: B737 First Officer was informed by the Lead Flight Attendant that a faint; burnt rubber smell had been detected in the forward cabin while at FL380. Although the smell becomes undetectable; the crew elected to return to the departure airport.
Date: 201205
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
ATC / advisory: TRACON ZZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were descending through 12;000 FT when the Captain requested flaps 9. Upon selecting flaps to 9 we received the EICAS message: Flap Fail. The Captain and I verified that flaps still indicated 0 degrees on the EICAS. The Captain requested that I recycle the flaps. I re-selected flaps 0 degrees and then back to flaps 9. This action did nothing. We then contacted ATC and requested a level off at 10;000 and vectors to work out an issue. We were given clearance to 10;000 and vectors. We ran the QRH for the flap fail indications and calculated the landing distances and speeds required for a no flap landing. The flight attendant was briefed of the situation and told that evacuation would not be necessary. We had deadheading crew in the exit row seats; so we asked the flight attendant to have them verify flap position visually on the wings. The flaps were verified at 0 degrees. We then contacted ATC and declared an emergency. We asked for a slightly longer final to help stabilize speed and the captain executed a no flap landing with no further issues. Upon landing we requested that fire/rescue look at our brakes in spite of the fact that all cockpit indications of brake temperature were still green. Fire/Rescue said the brakes were hot; but normal so we elected to taxi to the gate. At the gate we contacted Maintenance and performed a flap reset successfully. We boarded the return flight and completed that flight normally with only a slight gate delay while we cleared customs and contacted maintenance. Maintenance should look at why the flaps failed in the first place and perform corrective action.




Synopsis: An EMB145 Flaps Fail EICAS message displayed when the flaps were selected to 9 during approach. The QRH procedures did not help and a zero flaps landing was completed. The flaps were reset by maintenance and the fault did not reoccur on the next flight.
Date: 202008
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Ambiguous

Narrative: We had a passenger that refused to wear her mask. She felt ill and was unable to wear it. I informed that she had to wear it or that we would have to return to the gate due to policy. I informed the Captain that we had to return and he suggested that he park and for us to speak with her again. FA C spoke with her and she told her the same thing; I then came up while she was shaking her head no. I then informed her that we were going back to the gate. She then put it on as if she was going to comply. As soon as we took off; she took it off again and kept it off the entire flight. We then called the Captain to have the plane met with customer service person in ZZZ. Our company requires face coverings; but we are still seeing the wrong types of face covering being worn. Is this to be addressed by FA's or the gate agents before they come down to the aircraft?I think the wearing of and the proper types of masks need to be emphasized at the gate before passengers come down to the aircraft. Airport/gate agents should be assisting with the new normal of wearing masks. It is challenging to watch bags and masks wearing all at the same time.




Synopsis: Flight Attendant reported that a passenger did not comply with wearing a face mask during flight.