elihoole/asrs-aviation-reports huggingface dataset:
Date: 201502
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Dawn
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After liftoff 'Steering Inop' caution was indicated on EICAS; few seconds after we selected landing gear lever up; 'gear disagree' warning appeared. Stop at 7000 feet request delay vectors did first the gear disagree checklist; then the steering inop (steering did not reset). Weather had improved during that time. ACARS dispatch; told them the event; intentions to go back to Airport ZZZ; indications for them to call airport ops in order to alert them too and have ready a tug to pick us up on the runway. Told the Flight Attendants what was going on. That we were going to land and stop on the runway in order to get towed and just in case be prepare in case of an evacuation.A PA announcement to the customers was made telling them that we were going back to ZZZ due to mechanical inconvenience steering inop being one of them. Also that we will stop on the RWY after landing and wait for the tug; also that the company new about our air return and them were working on making arrangements to take them to Airport ZZZ1.During all that process we had burned enough fuel in order to land below max landing weight. Request CFR just in case; also we call ops on the radio to have them on the loop just in case dispatch would not do that. Landed; stop on the runway without any other inconvenience; PA to the customers 'welcome to ZZZ stay seated; we are going to gate xxx; ask CFR for outside aircraft conditions which were good. Towing truck connected asked them to verify visually all tires; and then we were towed to the gate.Customer deplaned; were ok. Then we went to other gate/plane and made the original flight.




Synopsis: CRJ-900 Captain reported declaring an emergency and returning to departure airport after receiving a Steering Inop caution message.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Squat Switch
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff; unable to retract gear.  Selected 2nd system; gear retracted.  Then; multiple failures occurred: CAPT ADC; CAPT F/D; AT System; Transponder 1&2; Pitch Trim #1; etc...  Captain gave aircraft to me to fly while he discussed with Maintenance.  ATC stated that our destination airport would not accept aircraft without operable transponder.  Therefore; we returned to the departure airport without incident.

Callback: The Reporter stated that the second system selector is call Position System Selector 1 or 2. He did not know for certain what caused the gear retraction failure but he suspected an air ground switch failure.



Synopsis: An A300 landing gear would not retract after takeoff until the Landing Gear Position Detector System 2 was selected. Then with gear retraction; the #1 ADC; #1 Flight Director; the autothrottle system and both transponders failed so the flight returned to the departure airport.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Communication Breakdown; Other / Unknown; Situational Awareness; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Solo cross-country training flight for student pilot beginning at XA:35Z from ZZZ to ZZZ1.On the flight back from ZZZ1 a full-stop taxi back took place at ZZZ2; after which Center reported that Altitude data was no longer available from the Cessna around XC:19Z.Additionally; the Left Tank fuel gauge was reading low and the Right Tank fuel gauge was dropping at a rate more rapid than when would be considered normal.Right after handoff from Center to Approach the Cessna started to experience radio failure (roughly XC:50Z).I [advised of] communications loss and squawked 7600.Full electrical failure occurred shortly thereafter; I garnered this information from the Ammeter gauge being negative. ZZZ now had cloud ceilings at 2;400 feet that were not forecasted; making it impossible to continue to the intended destination.Flaps; electrical; were inoperable during landing.The plane was landed around XD:05Z at ZZZ3 (Private).I believe Center's notification of transponder issues was a good indication of an issue early on; and it was clear the issue was progressing as the fuel indicators and the radios failed. Since ZZZ could not be safely reached under VFR; and the fuel quantity was in question; the decision was made to land at a known; nearby paved airstrip. Because of this decision; IMC or marginal VFR conditions were never experienced; and the plane and pilot made a safe landing.




Synopsis: C152 student pilot reported an electrical failure and low fuel situation during a cross country flight.
Date: 201501
Local time of day: 1801-2400
Location: JCF.TRACON, CA
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Airspace: Class E JCF
ATC / advisory: TRACON JCF
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Other / Unknown; Situational Awareness; Training / Qualification; Troubleshooting; Workload
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: JCF experienced ATC Zero due to an equipment issue.  There was not a loss of separation on any IFR aircraft.  We implemented non radar procedures and gave the airspace away.  Flight following was re-established with the VFR aircraft once the Radar came back online about 15 minutes later.The facility should strive to come up with a current SOP for when such things happen.




Synopsis: JCF Controller (Edwards AFB Approach) reports that the facility experienced ATC Zero due to equipment issue. No losses of separation were noted and the airspace was given away. Reporter stated the facility needs to come up with a contingency plan for this problem.
Date: 201812
Location: ORD.Airport, IL
Aircraft: Widebody Transport
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ORD
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Airport
Primary problem: Airport

Narrative: An extremely dangerous situation occurred at gate at ORD. There is a known elevated jet blast hazard at multiple gates at ORD that is created when a Widebody Transport is dispatched from [this] gate. This creates a very bad and potentially life threatening situation. [There are numerous gates affected by this jet blast]. A [Ramp Agent] has a string of 3 carts and has just pulled up to the second cart to resume offloading cargo when jet blast from the dispatched Widebody at [this] gate blows over the second and third carts in the string. The second cart ends up on top of the belt loader which could have inflicted severe or fatal injuries to [Ramp Agents] working the aircraft. This needs to be addressed before something bad happens.




Synopsis: A Ramp Worker observed jet blast from a Widebody Transport blow over luggage carts on to the beltloader.
Date: 201303
Local time of day: 0001-0600
Location: SNA.Airport, CA
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class C SNA
ATC / advisory: TRACON SCT
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Upon takeoff in visual conditions behind an A320 at SNA; and while executing our noise abatement profile at 800 FT AGL; we encountered moderate wake turbulence which rolled us to the right (north) of our departure track by 20-30 degrees on the Channel One Departure. By the time we exited the turbulence by using almost full control inputs and by lowering the pitch; we were north of the departure track and suspect we did not meet the noise footprint required. We immediately advised SOCAL Departure of our deviation for wake turbulence. SOCAL then issued an assigned heading to re-intercept the departure corridor. The remainder of the flight was uneventful and completely normal - no injuries or issues.




Synopsis: B737-700 experienced wake vortex encounter on takeoff from SNA behind an A320 that resulted in a roll and course deviation.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Second reporter function: Handoff / Assist
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Moderate traffic; had a change in D-sides; told previous controller verbally to make the point-out; new controller didn't get the info. I assumed the point-out was made when the new D-side asked if 'He' was pointed-out. Noticed in fact the point-out wasn't made. At this time the aircraft; an E145; was at 140 without a point out to sector 20. As soon as the E145 left Approach altitude at 130 the violation occurred. A CRJ2 was in the vicinity 8 to 10 miles southwest of the E145 north northwest-bound at 140 as the E145 was eastbound no factor. R-side needs to ensure point-out was made prior to climbing the E145.


Second narrative: An E145 was a departure climbing initially to 13;000 by Approach. I was taking D-side and being briefed unaware that the E145 had checked on and climbing now to FL230 without a point out to Sector 20. As I sat down and got comfortable I told the D-associate I had it and then went over to scan the traffic as 4 sectors were combined and complexity a little high but traffic average. When I looked to the southeast corner I noticed the E145 climbing through 13;500 and the URET not showing a point out to Sector 20. I also noticed a tight limited descending and it was a CRJ2. The CRJ2 passed behind the E145 6 to 7 miles it appeared and when I quizzed R Controller how he did a point out without it showing on URET he said; 'I didn't; the guy you got out always does them and I didn't realize a position brief was going on.' So; departure was climbed and arrival descended without a loss of separation or CA going off.A reminder that R Controller doesn't take for granted a point out has been done unless he looks left and verifies. Complacency in D-side work and assumptions led to this airspace violation in my opinion.


Synopsis: Radar Controller working a terminal departure issues a climb incorrectly believing the D side had made the required point out.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: On STAR into ZZZ I was high and was not going to make a mandatory crossing altitude. Prior to it I asked the controller if I could be relieved of that restriction and he said yes.I had not been into ZZZ since COVID and as such didn't realize that ZZZ; being a large International hub; was still operating way under capacity compared to domestic airports; meaning vectors to final were fast. I was hand flying without autopilot or auto throttles which I do typically once a trip to stay in practice. After I was given the arrival clearance the First Officer; not being familiar with ZZZ couldn't find frequency to talk to once on the ground and was asking me to help him find it. As I was flying and looking over my iPad to find the frequency I then realized I was high and requested relief from one of our crossing altitudes which was given prior to that crossing restriction.I should have just waited until on the ground to look up frequency or turned automation back on.




Synopsis: Air carrier Captain reported being high on a STAR and asking ATC for relief.
Date: 201603
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E D01
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Upon checking in with Denver Approach; we were told to descend via the TELLR2 Arrival. We set the descent limit of 11;000 feet in the MCP. At or near CREDE waypoint; ATC issued us a STAR change. We were told to change to the CREDE3 and to descend via the arrival. The bottom descent limit of 11;000 feet was left in the MCP window as appropriate. We reprogramed the FMC with the new arrival; as well as the expected RNAV approach; and runway.Due to the last minute changes and the rush to comply with ATC requests; we did not notice that the MCP descent mode dropped out of VNAV and defaulted to vertical speed. After passing TLRID waypoint; ATC advised us to maintain 12;000 feet and stated that our correct altitude should be 13;000 feet prior to MOGLS waypoint. It was then that we noticed that we were in vertical speed mode and 1;000 feet below the MDA of 13;000 feet.After passing LONGS waypoint; we were cleared to descend to 11;000 feet and cleared for the RVAV (RNP) Z 16R Approach. We complied and landed without further incident.The last minute and quick change of STARs created a rushed environment. It indirectly caused us to miss the appropriate descent mode. Closer attention should have been made on my part to recognize the deviation of automation as well as aircraft position.




Synopsis: An air carrier pilot reported that a last minute change to RNAV STAR resulted in an altitude deviation.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Challenger 350
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Fractional
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the Second in Command (SIC) and Pilot Monitoring (PM). Upon climbout; we received a yellow caution message 'PRI STAB TRIM FAIL;' indicating a failure of the primary stabilizer trim system. I reviewed the QRH; selected secondary trim; and the aircraft then handled normally. The QRH directed us to keep the speed under 250 KIAS or .75 mach. I contacted the Assistant Chief Pilot for guidance. Did he wish us to continue to another airport where a recovery could happen; or did he want us to return. There was no instruction in the QRH to 'Land as soon as practical or possible' so I felt that left the option open to go somewhere else. The Assistant Chief Pilot I spoke to was very specific that he wanted the aircraft on the ground. I informed him that we were >3k lbs over landing weight; and he reiterated to land. Given that there were thunderstorms in the vicinity of ZZZ; and that it would take at least 45 min to burn off enough fuel to get under landing weight; we decided to perform an overweight landing. I notified ATC; and requested that CFR be waiting for us on landing. A normal landing occurred; the aircraft was not damaged and the flight was eventually cancelled due to lack of recovery aircraft. The crew acted in the best interest of the passengers and the company by landing ASAP.


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


Synopsis: CL-350 flight crew reported a yellow caution message 'PRI STAB TRIM FAIL' appeared indicating a failure of the primary stabilizer trim system. The crew elected to return to the departure airport.
Date: 201709
Local time of day: 1801-2400
Location: CHO.Airport, VA
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: CTAF CHO
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure; Airport
Primary problem: Procedure

Narrative: Upon landing CHO Runway 03 after the Tower closed; we turned onto Taxiway G to find the taxiway partially blocked with sandbags and small; dim flashing lights. The Captain immediately stopped the aircraft to assess the situation.  As a crew we looked outside at sign-age to determine our exact position on G. We also verified by rechecking the NOTAMs that Taxiway G was not a closed taxiway.  I repeatedly tried to contact Ops for help but they were unavailable.  It was obvious that we did not have enough room to turn around and there was no danger of continuing forward; so we cautiously proceeded forward with no incident.  Once we made the turn from G onto Taxiway A; we realized that Taxiway A was also barricaded ahead. At that point we stopped and called our Dispatcher.  By that time the Airport Police came and removed the Barricades so we could continue to the terminal without further incident. After talking to Dispatch; there seemed to be no NOTAMs relating to the closure of Taxiways G and A.  Later the next day I checked the NOTAMs for KCHO on the internet to find they were now posted but valid from 0010 local; after our arrival time.  Obviously there were no NOTAMs of the closures for our arrival time.




Synopsis: Air Carrier First Officer reported encountering closed taxiways at CHO that were not included in NOTAMs for their arrival time.