elihoole/asrs-aviation-reports huggingface dataset:
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: EMB-505 / Phenom 300
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Taxi
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Evacuated
Contributing factors: Airport; Weather
Primary problem: Weather

Narrative: After completing a normal approach and landing on Runway XX in ZZZ we taxied via K and crossed Runway XY and XZ. As we crossed Runway XZ tower cleared us into the ramp with him. We saw a Falcon taxing out and elected to turn right onto Taxiway A and enter the ramp via N. Upon slowly turning onto Taxiway A; we hit a sold sheet of ice on the taxiway. As I tried normal braking; the aircraft kept sliding uncontrollably through N. I then tried emergency braking still unable to stop the aircraft. We slowly went off the west side of the taxiway 180 degrees into the grass. The passengers and flight crew were not injured and performed a safely evacuation. My First Officer during the event notified tower of the situation and reported baking action NIL. Notams in ZZZ REPORTED that all taxiways had ice and braking action POOR.


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


Synopsis: EMB-505 flight crew reported that ice on a taxiway surface resulted in a taxiway excursion.
Date: 201910
Local time of day: 0601-1200
Location: BOI.Airport, ID
Weather elements / visibility: Icing
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower BOI
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Troubleshooting
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; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: We were departing BOI in Aircraft X which had a deferred pack 2. It began snowing; so we deiced before departing. We were assigned Runway 10R for departure because Runway 10L had snow removal vehicles on it. We sent for contaminated runway numbers and got a no flex takeoff. On climb out at around 300 ft. AGL we got a master caution BLEED 2 OVERPRES. I continued flying and got the aircraft to a safe altitude; I then took the radios and asked my FO to run the QRH. I also asked ATC if we could level at 10;000 ft. until we resolved an issue. We ran the procedure and the message cleared; and weather was clear of icing [enroute] so we continued. At around FL200 we got an AI WING FAIL message. We ran the QRH procedure and that message cleared. Then at around FL290 the BLEED 2 OVERPRESS message came back. We ran the QRH procedure again and the message cleared. We continued to ZZZ without further incident; but were continuously planning for potential diversion airports along our route.




Synopsis: E175 Captain reported an Engine Bleed Overpressure indication followed by AI Wing Fail message.
Date: 202107
Local time of day: 0001-0600
Flight conditions: VMC
Light: Night
Aircraft: B737 MAX 9
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear Wheel
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I completed my service check with all tires at normal press. at around XA00.  Sometime around XA42 when the aircraft was released; The Pilot thought the #1 MLG tire press. looked low. upon checking the tire press. It was found to be 8 PSI below normal at 217 PSI. The corrective measure is to re-inflate and check in 24 hours. The aircraft departed late because of this incident. This seems to be a common occurrence with the 737 MAX aircraft; on regular basis often requiring replacement of the tire and sometimes the opposite tire.




Synopsis: Technician working in a B737 MAX 9 reported that after completing his assigned service check; the pilot reported #1 MLG tire and wheel assembly appeared to be low pressure 3 hours later; causing a flight delay as the tire and wheel assembly were removed and replaced.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; 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; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right after takeoff as the gear was coming up in the flight deck we got a master warning for lavatory smoke. We [continued on our route] to clean up the aircraft and to reach a safe altitude as in the aviate; navigate; communicate. At this point I was able to smell a burning electrical smell from the flight deck as well. We called the flight attendant; who confirmed the smell as well did the passengers in 1A and 2A. The flight attendant went to the lavatory and saw no fire in the lavatory or cargo area. At this point I started to run the QRH for lavatory smoke. On the way back to the front of the aircraft the flight attendant reset the lavatory smoke system which cleared the message for us up front. Around the same time the electrical burning smell started to go away in the flight deck so we never declared an emergency and told ATC we needed to return for an electrical smell. I finished the QRH procedures and then went on to get landing data for the overweight landing including telling dispatch what was going on as well as calling operations on the radio for a new gate. On short final and on the runway landing roll I started to get short whiffs of the burning smell again; we taxied to the gate with no further issue.




Synopsis: EMB-145 First Officer reported returning to the departure airport after noticing an electrical smell and receiving a master warning for lavatory smoke.
Date: 201908
Location: EWR.Airport, NJ
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General Police / Security Involved
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While occupying 2R jumpseat in flight; a man who was siting in 12C; sat down next to me in the jumpseat. I stated to him Sir; sorry you can't sit in the jumpseat. He stood up and started using vulgar profanity towards myself and the crew causing crew member interference. I showed him my badge; and he continued to use speak using profanity. The working crew also stated that he's not permitted to occupy the jumpseat. He asked for my name; after I showed him my FA crew badge. Then he took pictures of me and video. I advised the man he doesn't have permission to photograph or video crew. The working crew advised the Captain of the incident. While deplaning in EWR; the Captain escorted the man off the plane and to the gate agent. At which time the Captain was also cursed out by the male passenger. The Captain told me he handed the man to the EWR Port Authorities.




Synopsis: Flight Attendant reported an unruly passenger sat in the crew jump seat; was uncooperative; and was turned over to local authorities on arrival.
Date: 201209
Local time of day: 0001-0600
Location: ZZZ.Airport, 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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL235 Captain noticed high oil temperature on Engine 2 followed quickly by ECAM to shutdown Engine 2. Led to overweight landing on return to the airport (approximately 153;000 LBS). Engine 2 showed 10 gallons [quarts] at shutdown. Uneventful approach and landing made by Captain.


Second narrative: Engine 2 High Oil Temperature ECAM annunciated at FL240 climbing to FL320 necessitating engine shutdown; declaring emergency; overweight landing at 15;4000 LBS. Uneventful landing on runway.


Synopsis: A320 flight crew experiences high engine oil temperature climbing through FL235 which results in an engine shut down and return to the departure airport after declaring an emergency.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Emergency Equipment
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Manuals; Procedure
Primary problem: Manuals

Narrative: [One of] our passengers; who is blind; asked to read our Braille safety guide after his briefing. Passenger noticed two significant discrepancies that could impact the safety of our blind passengers.The first is there was no cover or table of contents. If he quickly needed to find specific information; he would not have been able to do so. He has read our Braille safety guides before and knew that they should come with these pages.The second issue was the Braille was written in an old format. He advised that it should be printed in Unified English Braille; as that became the adopted standard form of Braille writing in 2016.Recommendations are as follows: -Provide a protective covering to prevent pages becoming ripped or missing. -Include page numbers that flight attendants can read so they will know if they are providing a complete Safety Guide.-Print new Braille safety guides using Unified English Braille.Lessons learned include to always ask questions and give our guest opportunities to help us be safer and accommodating to all travelers.




Synopsis: Flight Attendant reported that the Braille Safety Guides installed on the aircraft lack Covers; Table of Contents; and are printed in an obsolete format and require upgrade.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Challenger Jet Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Seconds after departure; FMS Number 1 lost position. Since this was an RNAV departure we were cleared RNAV ZZZZZ. As we had reviewed the departure before takeoff I knew there was a left turn coming up. This is when we were fully aware of the FMS position error. I started the left turn; but turned too far and ATC gave us a heading. We were told to review the departure by ATC. We advised ATC that we had lost FMS position and would need vectors until we could sort out the problem. I put the FMS into independent mode as FMS Number 2 was MELed. I then updated the Number 1 FMS using [a nearby] VOR as a reference. This worked and we completed the trip using FMS Number 1 and backup using VOR NAV. [We] asked ATC for vectors until we sorted out the position error.




Synopsis: Challenger Captain reported an FMS malfunction on departure; causing a deviation from their IFR clearance.
Date: 201906
Local time of day: 0001-0600
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: FL320; calm skies; slight 20 knot headwind on arrival.  Autopilot on; aircraft rolled to approx 25 degrees bank and autopilot kicked off. First Officer was hand flying and recovered to wings level.  Seatbelt sign turned on and announcement made for everyone to take their seats. ATC notified and queried about what aircraft we were following.  B777 aircraft was approximately 12 miles ahead.  We asked to offset and a 1 mile left offset was given.  We flew that offset on the arrival until wind conditions shifted at which time we removed the offset.  No pax or crew injuries were reported.




Synopsis: B737NG Captain reported encountering wake turbulence descending through FL320 12 miles in trail of a B777 on the DYAMD arrival into SFO.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
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: FMS/FMC
Component problem: Malfunctioning
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 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 Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after passing FL180 on climb out from ZZZ to ZZZZ; several status messages appeared on the EICAS. The first was 'right FMC CDU inop'. This was followed five minutes later by a 'left FMC CDU inop'. In another five minutes; a third EICAS status message appeared; 'Both left and right FMC CDU inop'. Several attempts were made to switch the FMC presentation; which resulted in a status message 'right FMC CDU failure'. After blanking on and off several times; the screen of the first officer's right CDU went blank and did not return until touchdown.After consulting with dispatch; maintenance; and the flight duty manager; it was decided a return to ZZZ was prudent. ATC was notified; flight attendants and passenger were told and we turned to return for ZZZ. Fuel dumping was accomplished; 64.2 LBS dumped so as to be below max landing weight.Landing was uneventful. Fire trucks examined the aircraft prior to gate return for residual fuel. After gate arrival; the right CDU had a hard failure; no power or screen presentation. Maintenance swapped the center CDU for the right CDU; and deferred the center. The aircraft was serviced and we proceeded to ZZZZ.




Synopsis: B777 Captain reported that several status messages appeared on EICAS and the First Officer's right CDU went blank.
Date: 201808
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: During the review process of the [Maintenance Release]; I noted a deferred defect 'FLCH button light inop.' The MEL stated; 'Affected mode indications on both PFD's must operate normally.'I asked Local Maintenance if they changed the light bulbs. They said no. [I] asked why not; I was told they were concerned if they broke the switch in the process; the flight would cancel; because they lacked the parts to fix this. It was not possible to Dispatch with the switch inoperative.Just minutes before pushback we received an ACARS message that our [Maintenance Release] was invalid. A new [Maintenance Release] was received from [Maintenance Control]. The updated [Maintenance Release] changed the defect to 'Mode Control Panel FLCH switch inoperative.' The MEL stated; 'May be inoperative provided enroute operations do not require its use.' What does this mean? This is a very vague statement. We use FLCH on every flight. Local Maintenance had previously informed me this was not deferrable. I SATCOM called Dispatch and [Maintenance Control] to discuss this item.Both Dispatch and [Maintenance Control] told me that the deferral was legal with NO restrictions. With this information and the excellent weather forecast for the flight; I accepted the [Maintenance Release] even though I was still annoyed; unclear; of the MEL statement.During cruise I reviewed the FM (Flight Manual); FOM (Flight Operations Manual); [International Operations Manual] and discussed this more with both FO's. The Cabin Altitude checklist; used for emergency descent; specifically states FLCH. However there is V/S (Vertical Speed) guidance buried in the FM for emergency descents. Obviously FLCH is preferred due [to] Airspeed and Altitude protection.I sent an ACARS message to the [Chief Pilot] asking what the MEL note mean to him. With no answer I SATCOM called Dispatch with a phone patch including the [Chief Pilot]. I discussed my concerns and requested more information from the B777 Fleet at the Training Center.


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


Synopsis: B777 flight crew reported a maintenance discrepancy concerning a function button on the Mode Control Panel which had an extinguished light bulb.
Date: 201310
Local time of day: 0001-0600
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Airport; Procedure
Primary problem: Ambiguous

Narrative: I have encountered this same exact scenario 3 times in 3 months at the same location with ORD Ground Control and it's [making me mad]. There is going to be paint swapping if Ground Control does not change its procedures. Taxiing out of Bravo South to RW 32 [at] T10 intersection for takeoff. Taxi instructions are to turn right on Alpha; Left on Alpha 7 and left on Tango follow the Airbus. As the left turn on Alpha 7 is initiated a Canadair RJ is proceeding from my right to my left on taxiway Bravo at a high rate of speed without any taxi lights on. Alpha 7 crosses Bravo to get to Tango. We asked ground who is giving way. Then the give way to the regional instruction was given. This same conflict has happened 3 times where RJ aircraft come whizzing around the corner from the right with no intention of giving way. I have no idea if they were given or received any give way instructions because we were not on the frequency long enough to hear that. On all 3 occasions we were never given any give way instructions until the near collision was noticed by Ground Control.




Synopsis: B737 Captain taxiing for departure reports a ground conflict with an inbound CRJ. Ground is queried and the B737 Captain is told to give way. The reporter believes that ORD Ground Control is not exercising sufficient control over ground traffic.