elihoole/asrs-aviation-reports huggingface dataset:
Date: 201304
Local time of day: 0601-1200
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were cleared to climb to FL310 and were advised of opposite direction traffic while climbing out of FL280 (estimated.) If I recall correctly the traffic was 10 miles away and 1;000 feet above according to ATC. We advised ATC that the traffic was not in sight. We looked for traffic outside at first and then on TCAS but saw nothing either outside or within the 10 mile range we were in at the time. Shortly thereafter we received a 'caution traffic' TA from TCAS. It was at this time we then saw a target 1;000 feet above and outside the 5 NM ring on the TCAS. I then selected Vertical Speed to reduce our rate of climb to 1;000 FPM. But before I could do so we received a 'LEVEL OFF' command. When the V/S window opened we were very close to FL300 and at FL302 I disengaged the automation and manually leveled the aircraft until we heard the 'clear of conflict' announcement from TCAS. We then continued our climb to FL310 with no further issues. Approximately one minute later we saw the opposite direction traffic. The opposite direction traffic had taken no action and made no mention of the event over the radio. I Advised ATC of the TCAS RA Level Off command; and the Controller said 'I am surprised; I am not sure why you received that.' Although we corrected our flight path we did not consider our maneuvering evasive.




Synopsis: A B767-300; cleared to climb to FL310 received TA and RA advisories triggered by an opposite direction flight.
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Citation I (C500)
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Inverter
Component problem: Failed
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Human-Machine Interface; Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
Result: Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X was on route from ZZZ1 to ZZZ. While proceeding on the RNAV arrival to ZZZ and just prior to ZZZZZ intersection the aircraft was just leveling off at 20;000 feet when the number 2 inverter failed and the aircraft immediately pitched and rolled the while coupled on the autopilot. We immediately pulled the power back to correct the speed increase and I took the controls; decoupled the autopilot and righted the aircraft returning the aircraft to course and altitude.  During the upset the aircraft lost approximately 1;800 feet and we deviated off the arrival course about 90 degrees. Center inquired as to our status and we advised them that we had an equipment failure and that we had regained control of the aircraft. We also advised that we required no assistance and that we were able to proceed without incident. The corrective action was to switch to the number 1 inverter; re-couple the autopilot once the attitude indicators re-stabilized and to continue the flight normally.  As soon as we were on the ground we advised the company and appropriate corrective action was initiated.


Second narrative: Aircraft X was in route ZZZ1-ZZZ. We were descending on an RNAV arrival; assigned to 20;000 feet. As we were approaching ZZZZZ just prior to level off; we had an inverter failure and autopilot failure. Autopilot failed to capture altitude and deviated from assigned heading. We disconnected autopilot and returned aircraft to assigned flight level and heading.


Synopsis: Citation I flight crew reported an inverter failure caused the autopilot to fail resulting in a temporary loss of control.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Troubleshooting; Workload
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As the crew was climbing to our cruising altitude; the Flight Attendant (FA) called to the pilots that fumes/smoke was coming from the galley area. The crew requested vectors back to [the departure airport] for the visual approach. A short time later the FA called back up to the cockpit that said the smoke was coming from the hot water jug; she proceeded to turn off the jug and advised the crew that the smoke had subsided. The crew proceeded to perform a normal landing and pulled off the runway to confirm with the FA that the fumes/smoke had stopped at which point the crew felt comfortable to taxi to the gate and deplane normally.


Second narrative: During climb out at 8000 feet the Flight Attendant (FA) notified us that we had fumes/smoke in the galley. We immediately received vectors and a decent to return to [the departure airport]. During the return to the field the FA called and informed us that she had turned off the switch to the hot water jug and that the fumes had diminished. We landed and pulled off the runway and called the FA back and was told that the fumes had stopped. We had the fire trucks follow us back to the gate and we deplaned the passengers with no further issues. The fire department came onboard and found that the hot water jug was faulty and overheated.


Synopsis: During climb an EMB-145 hot water jug overheated causing smoke and fumes which the Flight Attendant reported to the Captain. The flight returned safely to the departure airport with the water jug switch turned off.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon receiving approach clearance for the ZZZZZ XX Approach; [the] FO (First Officer) disengaged autopilot and began [a] gradual descent on approach while configuring to Flaps 20 and slowing to 170 kt. As I read back approach clearance to ATC; we crossed ZZZZZ1 and I heard the trim clacker activate. I thought that this was [the] FO adjusting to nose down trim as we were descending and configuring. After a few seconds; I asked if he was commanding the abnormally long trim down and he replied that he wasn't. The trim then stopped and appeared to remain stable. It then started a nose-up motion uncommanded. I verified that [the] FO did not inadvertently have his finger on the trim switch; and I [was] certain that mine was not. I then realized that this appeared to be a stab trim malfunction and went through and verbalized the immediate action items.Upon successfully disconnecting the stab and Mach trim; I asked [the] FO if he needed assistance in adding extra pressure on the controls and he informed me that they felt fine; just marginally heavier than normal. I elected to continue the approach as the uncommanded action was no longer occurring and I determined that an approach to landing would have been the safer; more stable option over quickly changing configuration and executing a go-around in a nose-down trim. We continued and landed without further incident. I sent Dispatch a text informing them of the event; and contacted Maintenance Control following entering a discrepancy in the aircraft maintenance logbook.




Synopsis: CRJ-700 Captain reported a trim malfunction on descent and followed QRH procedures to land successfully.
Date: 201807
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: Lack of timely communication and pressure to get it done and get to the destination. Poor GOM layout and things constantly being moved around so that bookmarks are so far off you can't scroll enough pages to find what you are looking for. Instead of being assigned a gate in ZZZ for a planned fuel stop we were parked on the open ramp. Fuelers meet the plane and Dispatch ACARSed; below 10;000 feet; and left phone messages stating to refuel with no gate assigned; which meant no jet bridge; Violation of GOM. This was a scheduled stop since we would have had to of left 20+ passengers in ZZZ 1 without it. I told fuelers and ZZZ Ops we could not overwing refuel without a jet bridge attached. Fuelers insisted they had been doing this on a regular basis. I searched the GOM under AIRCRAFT FUELING and could not find where it stated we could not do this. So I assumed; bad thing; it had been removed; which seemed wrong. Against what I knew; felt; and could not find in the GOM due to a time crunch I allowed them to refuel the aircraft. Company safety culture MUST change! This attitude of you must do whatever the person in Dispatch or Scheduling is telling you or face dire consequences must go. I need to stick to what I know is correct; even though I could not find it in the GOM at the moment. I should have called and asked to speak to a Dispatch Supervisor! User friendly GOM/SOP/ETC and better search ability of all documents and Table of Contents. Set us up for success NOT failure.




Synopsis: CRJ-700 Captain reported ambiguity in company policy regarding overwing refueling away from jetbridge.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Crew boarded and Captain stated air conditioning left pack wasn't working; no APU; we had to use APU at gate. Aircraft was still hot. We boarded and left gate; right before takeoff passenger in [seat] rang Flight Attendant call button. I called Captain and advised him to give me a couple of minutes to see what's wrong with passenger. Passenger stated he was about to pass out and sweating; I asked passenger if he was diabetic and he said no. I got some water and orange juice to see if that helped. I asked passenger if he wanted to go back to gate to get checked out or if he was okay; he wanted to get seen by [medical personnel]. I let Captain know; we went back to gate and [medical personnel] was there. Aircraft was too hot and I believe that's what caused passenger to feel ill. Flight has an infant that was screaming and cheeks were so red; he was sweating due to it being so hot. Myself and other Flight Attendant had to go back with water and napkins to give mom to cool baby down; we even took the safety info card and started to fan baby. Every flight we had on that aircraft someone was complaining and feeling ill. Last flight; I got sick; after 10;000 chime I got up and immediately felt dizzy; was sweating and vomiting. Other Flight Attendant had to put cold wet napkins on my neck to cool me down. I couldn't even work. I sat in other jump seat trying to cool down. The conditions of that aircraft was unbearable and unsafe for crew and passengers. We took a record of temperature in aircraft; it read 87-93 degrees and that was in air. Crew spent all day on that unsafe aircraft.


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


Synopsis: Flight Attendant reported that inoperative air conditioning caused an unhealthy environment for the crew and passengers.
Date: 201807
Local time of day: 0601-1200
Location: LECB.ARTCC, FO
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center LECB
Reporter organization: Air Carrier
Reporter function: First Officer; Relief Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were in the descent after completing the redeye to LEBL. The sun had been up for two hours as we descended into Spain. I was the Relief Pilot and both the Captain (pilot monitoring) and FO (pilot flying) had been in their seats for 30 minutes. ATIS was calling Runway 07 active and when the Captain checked in with ATC; they informed him to expect Runway 25R and the LOBAR 1W; SLL transition. The Captain confirmed with ATC that we could expect the ILS Z Runway 25R. On that approach plate; SLL is an IAF. All three of us assumed that meant to fly the LOBAR 1W STAR to SLL and then follow the approach. After heading 130 degrees out of SLL for about 30 seconds; ATC asked where we were going; then proceeded to tell us that we didn't have clearance to proceed towards the approach course. Never were we given holding instructions; told to expect to hold; or told that we had a clearance limit. We heard LOBAR 1W SLL transition and the ILS Z 25R. There were no RAs (Resolution Advisories) or TAs (Traffic Advisories) nor were any other aircraft vectored due to our continuing on the course. We did not leave FL100 at any time until later cleared during the commencement of the approach vectoring. ATC advised the Captain that they were going to file a report and suggested the same.




Synopsis: Air carrier Relief pilot reported the flight crew experienced a track deviation after they misinterpreted an ATC clearance on arrival into LEBL.
Date: 201511
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Dusk
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Approaching [destination] at FL340 we were assigned a lower altitude by ATC. The auto throttles were a Deferred Maintenance Item (DMI) and as the FO reduced the throttles towards idle the airspeed began to decrease prior to the airplane pitching down to initiate the descent. As the airspeed approached the yellow caution ribbon I brought this to the FO's attention. Thrust was increased; however; before this could take effect the airspeed decreased into the yellow range and we received the AIRSPEED LOW annunciation. It took approximately 5-10 seconds before the additional thrust and descent restored the airspeed to the proper descent speed of 268 KTS. We were VMC in smooth air and level flight at the time so no additional 'g' load was being imposed on the aircraft.


Second narrative: The aircraft was operated without the auto throttle due to a MEL. When the flying pilot began descent he reduced power but forgot he was in VNAV and not at top of descent. The aircraft began slowing down; but not descending. The airspeed low EICAS message displayed. The flying pilot added power and turned off the Autopilot and hand flew the aircraft back to speed while descending. Then requested flight level change and continued the descent; approach and landing uneventfully.


Synopsis: The flight crew of a cargo aircraft reported a significant decrement in airspeed at the top of descent. This was attributed to an inoperative auto throttle system; auto flight mismanagement; and fatigue.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure; with a left turn clearance to the northeast; we experienced a partial power loss at approximately 400 ft AGL. We immediately executed a right turn to the west as the terrain to the west of the field is less populated and [advised] the tower. We were able to perform a right downwind to [the departure runway] and land uneventfully. Tower was helpful.




Synopsis: C152 flight instructor reported a loss of engine power on climb that resulted in a return to the departure airport.
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B787-800
Operator: Air Carrier
Flight phase: Other Push-back
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Other / Unknown; Time Pressure
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Equipment / Tooling
Primary problem: Human Factors

Narrative: Late pushback due to no final DG report despite repeated requests from flight crew. On pushback and pull forward and stop; we heard nothing from the Ground Crew. The tug pulled away and the Flight Crew noticed we were drifting backwards. We carefully and gently applied the brakes; and set the parking brake. The Captain made repeated attempts to contact the Ground Crew. The Ground Crew then tried to get the Captain to start the engines using hand signals. He declined; called Operations and Maintenance and made a maintenance write-up as per SOP. The aircraft received a new Maintenance Release; the Ground Crew got a new headset; and the rest of the flight was normal.


Second narrative: Toward the end of pushback the ramp crew lost communication with the flight deck.  Then It appeared we experienced a tow bar break away.  We never heard 'breakaway' from the ramp due to a broken ramp side headset.  The flight crew identified the breakaway and gently applied the brakes; and set the parking break.  Soon after; we received hand signals for engine start.  We did not start engines.  We wrote up the event and maintenance cleared the issue.


Synopsis: Air Carrier Captain and First Officer reported multiple requests to obtain required Final DG report. Additional delay caused by Pushback crew communications issue. Flight crew received a new Flight Release and rest of the flight was normal.