elihoole/asrs-aviation-reports huggingface dataset:
Date: 201508
Local time of day: 1801-2400
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Aircraft component: MCP
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at FL380 and 5 hours into the flight the autopilot tripped off along with the MCP completely blank. The MCP panel had no numbers displayed or background lights. The MCP panel would flicker on and off. Advised ATC. Dispatch and maintenance [were] contacted. Emergency authority was used to cycle circuit breakers with Maintenance guidance. The systems were restored.




Synopsis: B737 Captain experienced a MCP failure at FL380 causing the autopilot to disconnect. Maintenance is contacted and a circuit breaker reset restores the MCP to normal operation.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air/Ground Communication
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was flying on an IFR flight plan to ZZZ. Over far northwest Ohio I was handed off to Approach. Approach gave me a revised clearance into ZZZ1. When I keyed the mic to acknowledge; there was a pop and the smell of an electrical fire in the cockpit. I told [Approach] to standby; and shut down the avionics master. I simultaneously turned south toward several suitable landing fields; and began a descent. I cycled the avionics for several minutes and did not note any further burning smell. I was able to receive on COM 1 but I could not transmit. I tried to [advise ATC] but again this call was not heard. Given the possibility of an unextinguished fire; I proceeded direct to ZZZ2 and made an emergency landing. I called [Approach] immediately after landing to advise them that I was on the ground and OK. If I had switched to COM 2 I would have been able to transmit. However; with the workload at the time (including a possible fire; finding an alternate; managing the descent; and trying to isolate the failure); I didn't think of trying this.




Synopsis: BE58 pilot reported a loss of communication radio transmit capability and a burning smell in the cockpit led to a diversion.
Date: 201910
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Cabin Furnishing
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight; Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Incorrect / Not Installed / Unavailable Part; Procedure; Aircraft
Primary problem: Procedure

Narrative: This airplane had incorrect Flight Attendant interphone placards. Placards reference a 3-class airplane with first business and coach along with pilot and Flight Attendant crew rest numbers; all of which were not accurate on this particular plane. No maintenance write-up was provided due to negative behavior from Maintenance Personnel. Flight deck also had incorrect placard.




Synopsis: B777 Flight Attendant reported aircraft containing incorrect Flight Attendant interphone placards.
Date: 201808
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: Pitot-Static System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent; both Captains and FO (First Officer) airspeed and altitude systems failed with several engine indicators; N1 e.g.; indicating false readings. [Advised ATC]. Standby airspeed and altimeter and known engine power settings; along with assistance from ATC Radar control for verbal ground speed readouts were used for approach and landing.




Synopsis: B737 flight crew lost airspeed; altitude; and engine readouts. Landed safely using standby instruments.
Date: 201406
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Brasilia EMB-120 All Series
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Navigational Equipment and Processing
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: At about 2 miles from the final approach fix; with the autopilot coupled to the approach system and a normal; on-glide indication on my side; the Captain noticed that his side was showing approximately one dot low. We referenced the approach plate and verified that; on our present track; we would cross the final approach fix below the minimum altitude. It was at this point that we realized that the glideslope indicator on my side was stuck in the middle position. The Captain announced 'my controls;' disconnected the autopilot; and climbed the aircraft to rejoin the glideslope. During the entire time; we had the airport and the surrounding terrain in sight. For this reason; we elected to continue the approach and make a normal landing. After arriving at the gate; we contacted Maintenance and wrote up the discrepancy. The glideslope indicator on my side had failed; showing an 'on glideslope' indication that would have been normal during a coupled ILS approach. The autopilot performed normally but was receiving incorrect inputs from the navigation system; causing the aircraft to descend below the actual glideslope. Contributing to the event was the fact that; since we had the airport in sight; I started focusing more of my attention outside of the cockpit to the runway environment. In retrospect; I should have continued cross-referencing step-down altitudes to verify that we were still on-course. Even during an instrument approach with the runway or airport in sight or a visual approach that is supplemented with a navigation aid; it is still necessary to reference the approach plate and verify that the aircraft is on the correct course and at the correct altitude. That way; should an event like this one happen; the fault in the equipment can be detected; Maintenance contacted; and the issue resolved.




Synopsis: EMB-120 First Officer discovers during a coupled ILS approach that his glideslope indicator is frozen in the centered position and the aircraft is actually one dot low on the Captain's indicator. The Captain takes control and continues for visual landing.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On short final after the gear was put down; we heard a loud squeal and then received HYD 3 LO PRESS caution message. We scanned the hydraulic system schematic page and noted that we wouldn't have landing gear; nose steering and inboard brakes since there was NO pressure and quantity in number 3 hydraulics. We opted to go around and deal with the problem before landing. On the go around; out of habit; we selected gear up after a normal go around with positive rate or climb. That put us in a GEAR DISAGREE master warning condition. Luckily; the gear was down since we knew it from the approach. We declared an emergency; complied with the GEAR DISAGREE checklist and then the HYD 3 LO PRESS checklist. We communicated with the Flight Attendant; Dispatch and the passengers at this time and informed them of the emergency and what we were doing to get them to the airport safely. Then; we continued to 27R for an uneventful safe landing and taxied to the gate where Maintenance met us. The walk-around showed hydraulic fluid leaking out all over the bottom of the aircraft in front back and in the center pod. The threat was the bleed out of the hydraulic system causing an abnormal condition on short final. We were compressed for time in making the decision to go around and then reverted back to normal flying on the go around procedure. This caused a minor error causing another warning condition with the gear disagree since the gear couldn't be put up due to a lack of hydraulic fluid pressure. Luckily; the QRH got us to put the gear down with the emergency gear handle in the gear disagree checklist AND the hydraulic 3 lo press checklist. So; we would have done that procedure anyway. So; I guess we could have been on the ground a little sooner had we not put the gear handle up on the go-around. In the short final go around without hydraulic pressure in any system and a gear that is down and locked; consider a gear down go around so as not to get the disagree and have to go through unnecessary checklists to get to where you are in a safe condition again.




Synopsis: A CRJ200's CAS alerted HYD 3 LO PRESS on short final so the crew executed a go around; declared an emergency; completed the QRH and returned to land.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Data Transmission and Automatic Calling
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Human-Machine Interface; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; MEL; Procedure; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: August 2015; I was called onto an aircraft due to a 'Sys 2 Reg' fault. Deferred item through Lead and Maintenance Operations Control (MOC). Aircraft blocked out and I connected the MEL through IPAD/Digital communications under 'deferred Aircraft Maintenance Technician (remove from work)'.Upon arriving to work four days later; I was informed of the inadvertent fact [clearing] of the MEL. I explained the events that took place four days earlier to my Manager and senior Manager and came to the conclusion that there was an IPAD digital communication malfunction. I believe we can prevent this event from happening again by fixing the IPAD/Digital communications [software] issues. IPAD facted [cleared] MEL.




Synopsis: An Aircraft Maintenance Technician recommended his Air Carrier fix the malfunctions with their IPAD/Digital communication software program that cleared a 'System-2 Regulator' fault discrepancy instead of deferring the Logbook item.
Date: 201301
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out after gear retraction between 500-800 FT we noticed EICAS messages 'HYD PRES SYS 1' and 'HYD QUAN SYS 1 LOW.' We continued our climb to 5;000 FT. We pulled out the check list and also notified ATC that we wanted to stay slow and on the departure. They had us climb to 7;000 then later to 9;000 FT. We ran the check list; got the autopilot on; notified the flight attendants; contacted Dispatch; and advised Maintenance. We advised ATC we were returning to the field would need a long straight in approach and requested a clearance back to the airport. We notified ATC we would need equipment standing by but priority handling was not necessary. We told them we would have to stop on the runway and be towed off. They asked us to delay our landing 15 - 20 minutes and we agreed. We again coordinated with the flight attendants and had them go through their checklist but advised we expected the landing should be normal. We completed and reviewed the checklists again; including the diversion and towing checklists; and prepared for landing. We descended early and put flaps down 5; 10; 20 early as it took longer. We used alternate gear extension and were fully configured 15 miles out on final. We landed with flaps 25 and autobrakes level 4. We turned off the autopilot at 800 FT. Landing was normal. CFR equipment and a tug met us and towed us off the runway to the gate.


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


Synopsis: A B747 flight crew declared an emergency returned to their departure airport following the loss of HYD SYS I pressure and fluid.
Date: 201809
Weather elements / visibility: Rain
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Gate Agent / CSR
When detected: Taxi
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: While meeting inbound flight in the rain; I was lowering the passenger loading bridge on the mobile ramp to the aircraft when due to the wet conditions my hands slipped and the bridge fell towards the plane; the springs which normally catch the bridge and help to slowly lower it down did not function properly; making the bridge extremely heavy. I was able to reposition my hands quickly and kept the bridge from falling into the aircraft; in doing so I felt the muscles in my back pull painfully. I was able to finish lowering the bridge to the aircraft and met the flight as normal. After deplaning aircraft I immediately reported the incident to my two supervisors. [One of the supervisors] escorted me to the clinic where I was placed on OJI (On the Job Injury) and sent home.




Synopsis: A gate agent reported that due to wet conditions the agent's hands slipped and the loading bridge started to fall towards the aircraft.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Communication Breakdown; Distraction; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Security; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [Lead] FA (Flight Attendant) communicated after door closure that FO (First Officer) was an FFDO (Federal Flight Deck Officer); and for me to please communicate information with [the other] FAs. Due to a hectic taxi in which guests had to be repeatedly asked to sit down and fasten seatbelts; information slipped my mind.Communicate information immediately when received; additionally if there was a way to put a triangle by FFDO names in [our computer system] in order to communicate in the event of a busy boarding process; the information would be accessible.




Synopsis: Flight Attendant reported a failure to inform other flight attendants that the First Officer was an FFDO.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B727-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Flight Engineer / Second Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon departure; during flap retraction; we observed low Hydraulic System A pressure and quantity. We complied with QRH procedures; declared an emergecy and returned to our departure airport.


Second narrative: The QRH procedure is not designed for the situation we had; i.e. fluid loss then quantity stabilization before action could be taken. After crew input the Captain directed using the QRH procedure as carefully as we could while expecting A System failure during flap extension (as the original loss had occurred during flap retraction). Since A System quantity and pressure had stabilized we executed an ILS approach using normal gear and flap extension. A system quantity and pressure remained stable throughout the approach and landing with expected changes in quantity during gear and flap extension. We had declared an emergency. Emergency equipment responded and was waiting. Systems remained stable after landing so we elected to cancel the emergency and taxi to the gate.The aircraft had not flown recently which may have been a factor.


Synopsis: After observing a loss of Hydraulic System A quantity and pressure during flap retraction following takeoff the B727-200 flight crew declared an emergency and returned uneventfully to their departure airport.
Date: 201705
Local time of day: 0001-0600
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: Due to the wind from 160/20 at KDRO; we selected the favorable Runway 21.  The weather was clear and visibility more than 10 miles. During right base turn for visual approach to Runway 21 as we were descending; GPWS alerted 'Terrain; Terrain; Pull up.' We stopped the descent and leveled off. The GPWS  alert went away. We landed normal without any other issues. The lesson to be learned from this event is not to descend too fast in this particular area due to the terrain.




Synopsis: Air Carrier Captain reported a GPWS Terrain alert during a visual approach to KDRO.