elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 1201-1800
Location: HKS.Airport, MS
Flight conditions: Marginal
Weather elements / visibility: 10
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E JAN
ATC / advisory: TRACON JAN
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Aircraft

Narrative: During departure from HKS just after hand off to JAN departure; experienced GPS freeze/ malfunction; confusion in rebooting resulted in slow compliance to the climb heading assigned by JAN departure. ATC was frustrated with the slow incorrect turn to the assigned heading and less than prompt compliance caused by fixation and cockpit confusion.




Synopsis: BE36 pilot experienced GPS malfunction departing HKS and was unable to comply promptly with ATC instructions while the system was rebooted.
Date: 201901
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after rotation the left hydraulic quantity low EICAS message along with other related caution messages. The Captain immediately informed tower that we would be returning to ZZZ before we were handed over to departure control. I continued flying the aircraft and assumed ATC communication while the Captain went into the QRH checklist as related to the quantity issue. While being vectored south east of ZZZ at 10;000 feet I continued my pilot flying duties; ATC comm and setting up for a return to XXL. The Captain talked with dispatch on comm 2 and then communicated to the lead FA (Flight Attendant) our situation. After advising the cabin crew the Captain made a PA announcement informing the passengers of our situation. After the Captain returned we discussed the visual approach and the differences it would be from a normal approach except Flaps 20; higher approach speeds; overweight landing considerations; lack of nosewheel steering upon landing and only right thrust reverser. After an uneventful landing we remained on the runway. During the rollout the Captain took control of the aircraft and I made a PA 'remain seated; remain seated.' We then shutdown both engines. We remained there while our brakes cooled after one of the monitors recorded a 6 reading on the left side. We were able to get the nose wheel chalked so we could release the brakes to aid in cooling. Also brake fans were brought out to the aircraft to help in that regard. During this time the Captain made periodic PA announcements to keep the passengers informed on what was going on. After about 25 minutes we dropped our gear pins down to ground personnel who pinned all 3 landing gear then towed us back to the gate.


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


Synopsis: B757 flight crew reported returning to departure airport after experiencing loss of the left hydraulic system.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: VFR
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was providing landing instruction to a pre-solo student. We had completed 3 touch and goes with no issues. On the landing of the incident; my student brought the flap lever from 30 degrees to 0 degrees and advanced the throttle to full power. Almost immediately after full power we rotated at about 45 knots; much slower than normal rotation speed. Admittedly; I thought that my student had just aggressively pulled back on the yoke and that is why we rotated so early. I had him lower the nose in order to gain some airspeed; however we were not gaining airspeed at a normal rate. We were airborne above the runway and I thought about landing back on the runway in front of us but was hesitant because I wasn't sure if we had sufficient runway length.At this point I took control of the airplane and attempted to climb while maintaining no less than 60 knots of airspeed. We were barely climbing at full power; so I began to look for a potential field or road that would suffice for an emergency landing. This was when my student notified me that our flaps were still in the extended position of 30 degrees. I attempted to re-cycle the flaps with the switch but the flaps did not retract. I then notified the tower that we were unable to climb off the departure end of runway because our flaps were stuck in the extended position. Tower then cleared us for landing on any runway provided we were able to make it back to the airport. At this point we were about 400; maybe 500 AGL (Above Ground Level); and I began a very shallow left turn back to the airport with the intent to land on the runway (opposite the takeoff direction.) We were able to make the turn for a final approach. I landed the airplane with no issues and safely taxied the airplane back to our flight school. We did not require assistance from airport operations.




Synopsis: C172 flight instructor reported the flaps would not retract after takeoff during a touch-and-go; and returned to departure airport.
Date: 202009
Local time of day: 0601-1200
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: TRACON CLT; Tower CLT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Descending into CLT; we were cleared to descend via the STAR for [Runway] 36C. Passing CLT; we were vectored south of the airfield. Once we turned back in toward the airfield; we reported the field in sight. We were then cleared 'visual approach to Runway 36R.' We verified [Runway] 36R with Approach and continued. Both the Captain and I had the ILS frequency set as backup so I took very little time to correctly enter the new runway information; but we were puzzled about such a late change. We were then switched to Tower and subsequently cleared to land on [Runway] 36R. Upon rollout; and slowing through approximately 60 knots; Tower issued a fairly complicated taxi instruction and frequency change to 'Ramp'. Once we slowed to turnoff speed; we had Tower re-state the instructions and continued. Further taxi was without incident. The purpose of this report is to highlight potential non-standard procedures going into CLT and explain and document these issues. This may be a one-off issue; but if these issues are a regular occurrence; further actions may be necessary. We were fortunate that we were VMC and had adequate time to ABCD our way through this; but I'd hate to have this occur under more challenging circumstances.




Synopsis: First Officer reported a late runway change posed time management challenges on arrival into CLT.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Data Computer
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Human-Machine Interface; Confusion; Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Takeoff roll above 80 kts. just below V1 (122) received CPL DATA INVALID; DADC MISCOMPARE; MACH TRIM OFF; STALL BARR 1 FL; ICE DETECTED; YAW DAMPER OFF. Takeoff was continued as briefed. After takeoff received alternating ADC1 and ADC 2 failures during climbout. Stick shaker activated on both sides wIth AOA at 1.0 (RED) on both pilot and copilot sides during takeoff and initial climb. Auto throttles and Flight guidance were unavailable. PF (Pilot Flying) continued flight using known pitch and power settings during climb assigned by ATC; while PNF (Pilot Not Flying) was running QRH checklist. Clearance was to climb to 6000 feet. PF showed 5000 feet and climbing on Altimeter; PNF altimeter showed 6500 climbing when ATC notified crew the clearance altitude was 6000 and was showing primary radar at 7500. PF immediately took corrective action and radioed ATC of failure of both flight computers (ADCs) and began using standby instruments to return to 6000. Crew elected to return to ZZZ for ILS XX approach given by Approach Control. PNF ran QRH checklist items and standard normal procedures checklist items. Landing uneventful. Altitude deviation was due to both Air Data Computers failing and crew saturation with checklists and multiple failures in connection with ADC during climb. PF believed the data presented on Primary Flight Display number 1 to be accurate during initial climb out; however at some point recognized both ADCs had failed during the climb to 6000 ft. PF was unaware ADC1 failed until ATC notified crew of altitude deviation via radio and confirmed this with ADC1 failure message on PFD 1. A faster transition to standby instruments by the PF may have caught the deviation developing sooner.




Synopsis: Gulfstream IV Captain reported loss of both Air Data Computers on climbout; resulting in an altitude overshoot and subsequent air turn back for a precautionary landing.
Date: 202009
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 3;000 feet; I was unable to trim nose up. I asked First Officer if he was able to trim nose up. We continue to climb to 5;000 feet; assigned attitude leveled off slowed the aircraft down to 120 knots. We informed ATC we had an issue and wish to remain at 5;000 feet and troubleshoot. We proceeded with the QRH and agreed to perform the Electric Stabilizer Trim Inoperative checklist. We also called Dispatch with the requested link to [Maintenance Control] for further troubleshooting. After counsel with [Maintenance Control] there is no recovery of the pitch trim so we advise dispatch ATC flight attendants and passengers will be returning to ZZZ. We requested RWY XXR and returned for a normal landing. [Report] completed and [Chief Pilot] notified.




Synopsis: B737 Captain reported stabilizer trim failed; causing an air turnback.
Date: 201807
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B YYY
ATC / advisory: Center ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: While departing from ZZZ there was a loud bang on climb out. We could not determine where it came from; there were no lights or EICAS messages. Then the flight attendants called to ask what the noise was. We talked about the noise and could not determine where the noise came from. There weren't any strange noises or vibrations so we decided to continue. We didn't have any more issues along the way. Then when we got up to YYY and started prepping for the approach and landing. The Captain was flying and when we put the gear down there was a bang. We had 2 out of 3 green down and locked gear lights. We did a go-around to trouble shoot the problem. We went into the QRH but nothing seemed to work. The Captain called ops and maintenance but we could not get 3 green gear lights.By this time the fuel was getting low so we decided to go and land. After landing and stopping the fire and rescue came in to check out the plane. We then had to wait for maintenance to arrive to secure the gear. Once the gear were ready they towed us to the gate.




Synopsis: B767 First Officer reported a loud bang during climb out and again on approach during gear extension.
Date: 201511
Local time of day: 0601-1200
Location: BWI.Airport, MD
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other Preflight briefing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Requested takeoff data for runway 28 at BWI. ATIS shows departing from intersection U2 with a distance of 8;700 feet. Looking at the takeoff data message for runway 28 at intersection U2 we noticed that it only says U1. ATC says they're designated that intersection from U1 to U2. However; going by that logic the distances should match. Our data shows 9;800 but the ATIS says only 8;700 feet. Checked with Dispatch and the information we got was that engineering has not updated this yet. Just a heads up; 1;100 feet distance available can be significant.




Synopsis: An A320 Captain is informed that Taxiway U2 has been designated as U1 at BWI but the runway available from the takeoff data message does not reflect the new designation.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While at FL380; we were advised we could get into ZZZ (our intended airport) from a change of second choice ZZZ1. ATC asked us to slow to slowest practical speed for sequencing and we complied to slow with MACH .64. Then; they asked us to make a 90 degree turn to the left. I did so on the auto pilot; but did not notice that the half bank was not working.  Halfway through the turn; the winglets started to slaughter; so I disconnected the auto pilot and leveled the wings off. As I was leveling; I noticed the right engine losing power and acting like a compressor stall. I applied full power and lowered the nose and [advised ATC]. Seconds later; the engine regained power and we notified ATC we were okay; they directed us back where the rest of the flight was normal and uneventful. Due to congested radio traffic; we descended 1;000 feet before we were able to [advise ATC] on the radio.




Synopsis: G200 corporate pilot reported engine stall during turn at high altitude resulting in altitude loss during recovery.
Date: 201310
Local time of day: 1801-2400
Location: ZNY.ARTCC, NY
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: MD-88
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A B737-700 is typically given a clearance to cross 50 South DPK level 250 by ZDC CYN Sector. A MD-88 given cross 65 West HTO level 270; started descending out of 310. Heard another Controller mention about 2 aircraft at FL450; ranged out to look as it was likely that one or both would transit Sector 56. Conflict Alert began to flash between the B737; (still level at 290) and the MD-88 and I asked the B737 if he had a restriction; he/she did not respond. Shouted on 99 line to 'DESCEND B737 PLEASE!' Turned the MD-88 to 010 heading with expedite turn; first asked to stop at FL300; not possible so I instructed the MD-88 to just stop descent. ZDC; for whatever reason; kept communications with the B737; preventing me from doing anything with the aircraft. The MD-88 leveled at 296 and missed the B737 by several miles at least. Recommendation; treat Saturday night like any other night of the week and manage traffic accordingly.




Synopsis: ZNY Controller described a loss of separation event when one of the aircraft involved did not receive a frequency change in time to be effective.
Date: 201504
Local time of day: 1201-1800
Location: TYS.TRACON, TN
Flight conditions: VMC
Light: Daylight
Aircraft: T45 (or T2C) Goshawk
Operator: Military
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class C TYS
Reporter organization: Military
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: While executing HI-TACAN RWY 23R approach into Knoxville/McGhee Tyson (TYS); we experienced a near mid-air collision with a co-altitude Beechcraft Bonanza; passing from 9[o'clock] to 3[o'clock]relative bearing. We were established 3 nm North of the IAF (MILLZ) at FL130 and cleared for the HI-TACAN approach into TYS. Eight minutes later; while passing 8;500 MSL for 6;000 MSL on course; we merged with a light civil aircraft which flew directly overhead creating a less than 500 ft pass. Immediately thereafter; ATC Supervisor communicated to us converging VFR traffic; less than 1 mile; and co-altitude at which point the Bonanza was no longer a factor. We replied acknowledging a less than 500 ft pass had just occurred prior to their report. Luckily; a collision was avoided by pure chance alone despite IFR status and clearance.




Synopsis: T-45C instructor on an IFR flight plan; experiences a NMAC with a BE-35 at 8;500 feet during the HI-TACAN Runway 23R approach to TYS. ATC advises the reporter of the conflict after the BE-35 had passed.