elihoole/asrs-aviation-reports huggingface dataset:
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload
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 As Precaution; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout after a standard power takeoff; at or about 6;000 FT; I noticed Number 3 engine EVM Comp amber box; with a value of 5.0. All other engine parameters were normal. The Captain moved the throttle to idle; and the EVM value went back to normal. We also noticed that a low 'background' vibration went away as the throttle was retarded. The Captain then advanced the throttle slowly; noting that the vibration started to return around 40% N1; and the EVM value started to climb at the same time. At 60% N1; the EVM value rose above 4.0 and the amber box returned. He then retarded the throttle back to idle and left it there. Meanwhile; I had looked at the QRH procedure for EVM high; noting that all other engine indications were normal. After consulting with Maintenance; we decided that as long as all other indications remained normal; we would leave the engine running at idle. We were advised by ATC to expect a visual approach. Weather was VFR; with no conflicting traffic in the terminal area; so we anticipated no undue delays in our approach. After landing; the Captain shut down Number 3 engine; and we continued to the ramp.




Synopsis: A MD-11 number three engine vibration indicated 5.0 with an Amber Box after takeoff so following trouble shooting the crew returned to the departure airport for maintenance with the engine at idle.
Date: 201704
Local time of day: 1201-1800
Location: MMMX.Airport, FO
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: Tower MMMX
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Confusion; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were cleared for the VOR-DME 5L into MMMX. WX was clear. We briefed the approach to use VNAV and VORLOC. First of all; the approach depicts a turn prior to PLAZA to arrive on the final approach course at PLAZA. The FMC builds and flies an overshooting path over PLAZA. Additionally; we received a GPS-L invalid in the FMC scratchpad just prior to PLAZA. While on the path; the VNAV and FD guidance disconnected at approximately 1200-1400 ft AGL. We were visual at this time with the runway in sight and landing clearance. We continued the approach to a normal landing. We had a vertical path the entire time; but were unable to reengage the VNAV. I have been told that the GPS-L invalid and GPS-R invalid messages are a normal occurrence in MMMX. I do not see how this anomaly should have affected this flight especially since FO was flying and the FD master was on the right side. I believe this approach is loaded wrong into the FMC causing a big overshoot since we were below the 160 kt prior to the turn.


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


Synopsis: B737 flight crew experienced a GPS outage during the VOR DME RWY 05L/R approach at MMMX. An overshoot at PLAZA resulted but the crew was able to land visually.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Snow; 1.5
Light: Daylight
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Anomaly: Ground Excursion Taxiway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: The airport was covered by approximately 2-4 inches of fresh snow. The runway was plowed. Braking action was good. Landed Runway XY; exited onto H. Tower cleared us to taxi A; F; across ZA to park. I noticed that the taxiways were not plowed. The centerline and edges obscured. I referenced the taxiway reflectors (raised) to steer. A difficult task as the reflectors are set a good distance from the taxiway edges; and the taxiways are narrow. Nosewheel steering seemed effective. Low light also reduced visual detail. It was overcast at 600 ft. ½ miles in mist. Taxi A angles 30 degrees left onto F. I began steering left; and started the after landing flow (only a few items). I might have also tried to reference the airport chart. I then found the aircraft; possibly; too far left. I applied the tiller to steer right. The left main dropped off the taxiway into the soggy grass. I idled. Maintenance suggested power. It only slid the nose gently into the grass. I shut down the engines. Ground transport took the passenger to the terminal. No injuries; orderly.Causal factors: fatigue due to short sleep the night before; therefore I 1) Didn't recall we require taxiways plowed.2) didn't fully gauge the level of fatigue3) didn't stop the aircraft to eithera.have taxiways plowed b.at least deliberately evaluate situationc.bus pax to terminal4) Multitasked when full attention should have been on taxiing.I mitigated the possibility of fatigue with caffeine earlier; but; as this situation occurred; I was feeling the effects of the previous night's short sleep.Secondary causal factors.Complacency/comfort with conditions. We'd been operating in snow for 2 months; so it did not raise my concern as much as it might have 2 months earlier.Solutions:1) Quantify a minimum amount of sleep.2) More deliberate and continuous evaluation of alertness.3) Re-evaluate sleep conditions.




Synopsis: DHC-8 Captain reported an excursion from a snow covered taxiway.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Reporter organization: FBO
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Weather

Narrative: The incident occurred during the roll-out shortly after landing. Prior to the roll-out; the aircraft bounced lightly once on landing; the bounce was corrected with some power and another flare and landed without another bounce. During the roll-out the aircraft maintained runway center-line briefly and then began a slight right turn. Left rudder pedal pressure was applied in an attempt to correct the turn. The aircraft continued to turn right; with the rate of turn increasing rapidly. In response; more left rudder pedal pressure was applied and left brake was momentarily activated but quickly released. Aircraft continued the right turn off the runway; control could not be regained.The cause of the incident may have been due to shifting winds that were not observed during the roll-out. Winds on the field were light but were enough to cause an issue with the aircraft during roll-out. The aircraft listed is a C150 with a tail-wheel conversion.Typically; no brake pressure is applied during the roll-out until after a significant decrease in speed is observed; hence no brake pressure being applied sooner during the roll-out. This is to prevent flipping the aircraft onto its back and/or to prevent pilot induced oscillations leading to a ground loop and/or subsequent loss of control.In retrospect; when the aircraft began its turn to the right; the left rudder pedal pressure applied was the correct measure. However; with the turn rate increasing; left brake pressure should have been applied sooner to arrest the turn.

Callback: Reporter stated wind shift more then likely was the cause; possible tail wheel was not aligned correctly; propeller damaged.



Synopsis: Cessna 150 pilot reported a loss of aircraft control during landing resulting in a runway excursion.
Date: 201408
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Lever/Selector
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach at 2;000 FT MSL I called for gear down. The First Officer (pilot not flying) placed the landing gear handle to the down position. We observed three red UNLK indications accompanied with an ECAM message of LANDING GEAR (L/G) GEAR NOT DOWN LOCKED and heard no noise that occurs when the landing gear comes down. We told Tower that we needed to break off the approach and go out away from the field to work on a problem with the landing gear. They had us proceed out to the west and gave us vectors in a large box pattern. I gave control of the aircraft and radios to the pilot not flying. Then pulled out the QRH; Went to Immediate Actions/ECAM Exceptions Index and found the L/G GEAR NOT DOWN LOCKED under the Exceptions portion. I ran the procedure per SOP's and the QRH. Called the company on the radio and had a phone patch set up with my Dispatcher and Maintenance Control. Discussed problem with them and determined that the only course of action was to apply the L/G Gravity Extension Checklist. The Flight attendants were notified what we were doing and to expect a normal landing. I performed the procedure and extended the landing gear. Once we had the gear down and locked we proceeded to fly the approach and made a normal landing and taxied clear of the runway. Maintenance pinned the landing gear and towed us to our gate. Failure of the Landing Gear Control (L/G CTL).




Synopsis: A321 Captain experiences three red UNLK indications accompanied with an ECAM msg of L/G GEAR NOT DOWN LOCKED when the landing gear is selected down during approach. After consulting with Maintenance the landing gear is extended using the gravity extension method and a normal landing ensues.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: CLR; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I ballooned up approximately a few feet while landing after touch down. I tried to continue the landing by leveling off and letting airplane settling back down. After the second touch down I landed right of center-line and began to slide; resulting in the aircraft going off the runway into the grass. The prop struck a runway light. The aircraft came to a complete stop just past the runway light where I contacted tower and shut down the aircraft.




Synopsis: C172 pilot reported a ballooned landing and on the second touch down lost control of the aircraft; departing the runway and hitting a runway light.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Given crossing restriction of ZZZZZ at 280 knots at FL250. Captain had difficulty getting 280 knots at fix in ZZZZZ1. Finally glad to put the speed into the Descent page because FMS would not allow it on flat Plan page. Yet aircraft was in LNAV/VNAV PATH. The next clue was ZZZ Approach asking us if we had a crossing restriction and we fessed up. He gave us a descent to FL190 and did not sound concerned and didn't have to vector any other aircraft. We are both retiring in a few weeks and that is proving to be a bigger distraction than anticipated.




Synopsis: Air carrier First Officer reported missing an altitude crossing restriction while on arrival.
Date: 201508
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Flight Cancelled / Delayed; General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: [Arriving at] [ZZZ] around midnight. Once service in the main cabin had been completed; and the cart had just been stowed; the PIC contacted us to let us know there would be some turbulence in a few moments. Flight Attendant A had just finished collecting service items from the entire plane and had approached the aft galley. There was a little rattling; nothing even close to needing to sit down; so we continued securing items and then it stopped completely and we were smooth sailing for a few minutes. I proceeded to secure my drink containers and when I started to put my plastic cups away there was an intense jolt upward that threw me up into the ceiling; upon which I hit my head on the emergency exit sign. There was nothing to hold onto [at] any time. I was jolted back down almost as quickly onto the aft galley floor and before I could grab onto anything it happened again; but the second time I did not hit my head and was dropped onto the ground again. Two passengers immediately ran to the back from aft rows and assessed to make sure I hadn't broken any bones and carried me into my jump seat and physically strapped me in; while the intense turbulence continued for a few minutes. FA-A made sure I was ok and then ran to her seat in the front of the plane. The pilots; still unaware of my condition called to ask if we were ok and that none of the readings alerted them of that intense turbulence; even the plane that was flying ahead of us did not experience that turbulence. FA-A alerted them that I was injured and the PIC mentioned we would be landing in less than 15 minutes. Emergency personnel was alerted and I was ok enough to let the passengers deplane first since the flight was already delayed. EMTs assessed the situation and wheeled me off the plane.




Synopsis: Air carrier Flight Attendant reported being injured in a severe turbulence incident on arrival.
Date: 201908
Flight conditions: VMC
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
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: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight attendants reported electrical smell in aft galley after takeoff. [Relief Pilot] was sent to investigate. He determined that it was not electrical. All ovens and galley equipment were verified to be operating normally. [Maintenance Control] and Dispatch were conferenced. There was no EICAS messages. [Maintenance Control] did not have any abnormal telemetry data. Dispatch agreed that a precautionary Maintenance return was in order. The smell never intensified or went away. Fuel was dumped; all normal checklists were run. We did not declare an emergency; we did not land overweight.


Second narrative: Unidentifiable odor in aft galley at takeoff. Odor remained for entire flight. Source of odor could not be identified. Odor neither diminished nor intensified. The cabin crew was uncomfortable continuing; and passengers were also aware of the odor. The decision to return to ZZZ as a maintenance issue. There were no abnormal system indications on the flight deck. We contacted [Maintenance Control] to discuss maintenance history and to verify that he had no abnormal system indications. We did not declare an emergency. We dumped fuel as to arrive at ZZZ at max landing weight.


Synopsis: B777 flight crew reported precautionary air return due to persistent odor throughout the aircraft.
Date: 202003
Location: CYYZ.Airport, ON
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: TRACON CYYZ; Tower CYYZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Arrival into Toronto (CYYZ) flying the NUBER4 STAR to RNAV X Runway 05.  The Approach Controller cleared us to fly direct IKBAT.  We read back the clearance but both pilots were confused as to the correct waypoint.  Was the clearance to IKBAT or IGVAP? Both waypoints are similar sounding and located very close to each other.  We queried the Controller to acknowledge that the correct waypoint was indeed IKBAT and not IGVAP (emphasis on slow deliberate enunciation).Several minutes later we were informed of traffic congestion at the airport and were given a 280 vector away from the airfield.  After a few minutes on that heading we were given vectors back toward the field and told to proceed direct to IKBAT. However; both pilots heard 'IGVAP' and we proceeded to fly towards IGVAP.  A few minutes later the Controller asked if we were flying to IKBAT and I informed ATC that 'no; we are going direct to IGVAP.'  The two waypoints are about a mile apart. The Controller gave us a heading and handed us off to the next Controller. Nothing else was mentioned about the incident.




Synopsis: Air carrier Captain reported a track heading deviation during arrival into CYYZ airport resulting from confusing similar sounding fix names IKBAT and IGVAP.
Date: 201506
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: Shortly before scheduled push back at gate in ZZZZ; received new release on printer. Upon inspection of hard to read ACARS print out of new flight plan; noticed landing fuel change; resulting in approximately 2;000 lbs less than I signed for on flight plan with Dispatch. When we asked Dispatch why this was; was told 'payload increase of 2000 lbs.' I never agreed to this new fuel which was over 2000 lbs less at landing than I signed for and had told Dispatcher I needed to land with. Had I not questioned Dispatch and load planning; I would have possibly missed this fuel change and not refueled aircraft. This happens very quietly and the only message you get is a message that printer is printing. Even then; reading such a printout is like reading a grocery receipt. You may miss what the Dispatcher did and you are now in a very busy period going though checklist and before engine start duties. This should not be happening like this.




Synopsis: B777 Captain reported receiving a new flight release over the ACARS printer just prior to scheduled push back; showing landing with 2000 pounds less fuel. Dispatch was contacted for an explanation and the Captain was informed that the cargo weight has increased. The fuel load was increased to make up the difference.