elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: IMC
Weather elements / visibility: 5
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Level at 10;000 ft; we were given a heading to intercept the LOC to 35L and then descend to 7500 ft; cleared ILS approach. As we approached the Localizer course; the autopilot did not capture the VOR/LOC. ATC queried whether we were on course and I began hand flying back to the right to intercept and overcorrected; as ATC then told us to 'turn immediately' to the left. I then realized I had the LOC frequency for 35R tuned in; as that is what we had originally planned and briefed to fly. By the time I had the correct frequency tuned; we were still at 10;000 ft and descended to capture the glideslope. When we were approaching DYMON; we were approximately 1000 ft high; at 8000 ft versus 7000 ft so I elected to go round. Tower instructed us to track outbound on the LOC and climb to 9000 ft.When handed back to Approach; they began vectoring us back to 35R for another approach and landing. I initially began a left turn as the flight director was still in Approach mode commanding a left turn. ATC queried whether we were in a right turn as instructed. The First Officer deselected Approach mode and engaged Heading Select. The Flt Director then commanded a turn to the right as selected on the MCP. On downwind; Approach changed the runway to 35L again and we made an uneventful ILS approach and landing.When unexpected runway changes occur; I should accomplish an entire new approach briefing; rather than an abbreviated version of the initial briefing to ensure the proper frequency; course; and minimums are set.


Second narrative: [Report narrative contained no additional information]


Synopsis: B737-800 flight crew reported a track deviation on arrival into DEN stemming from a late runway change.
Date: 202101
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oil Indicating System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: I went out to assist with a engine run for a fellow employee who was changing a scavenge oil transmitter. When I arrived to the [Aircraft] he said he had everything ready and just need to do a engine run to see if the message stayed away. I proceeded to run the engine at idle for 5 minutes and the impending clog light never came on. During the run all engine parameters were completely normal and nothing noteworthy was noticed. I shut down the engine and let him know that no message appeared. My coworker forgot to install the O-rings on the transmitter and inflight the oil quantity went to zero. The plane had to make a diversion into ZZZ1.




Synopsis: During routine engine maintenance; a technician omitted installing O Rings on a scavenge oil transmitter; causing loss of oil quantity and a diversion to a precautionary landing.
Date: 201703
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: On climbout of DEN; we experienced light to moderate turbulence with a sudden onset of severe turbulence. This occurred [at] FL260 and lasted only a few seconds followed by moderate turbulence for a few minutes longer. The turbulence was such that the autopilot disengaged and control of the aircraft was very difficult to maintain. The Flight Attendants (FAs) were already seated as per the preflight briefing. We eventually climbed out of the turbulence and reported it to ATC. We sent an ACARS to Dispatch. We talked to the FAs who were canvassing the Passengers regarding any injuries. No injuries were reported at the time. The systems and the aircraft handling characteristics were normal.Combined with the fact we had no injuries and did not want to have to descend through the severe turbulence again the decision to continue to [destination] was made. We landed without incident. Upon deplaning no reports of injuries were made known to me. The aircraft logbook was completed indicating severe turbulence. I turned the aircraft over to Company Maintenance.


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


Synopsis: B737NG flight crew reported severe turbulence encounter while on climbout from Denver.
Date: 201307
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Night
Aircraft: Bell Helicopter Textron Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class E ZZZ; Class G ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter VFR In IMC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I preflighted and checked the weather then briefed the med crew. Initially the TAF was showing BKN015 at XA00 local time. We discussed the weather in our briefing and planned on the weather being below minimums later in the shift. An updated TAF showed SCT025; where the ceiling was forecast to be OVC015. We received a flight request...the flight went as planned; and the patient was [transported] with no problems. We lifted off to return to [Base]. Upon departing from the hospital there was some haze and scattered low clouds.... We were above the scattered layer and could see...ahead with clear skies. As we continued the flight; clouds formed below us. I attempted to descend below the clouds; but was unable to maintain cloud clearance. At this point we discussed going back; however the ATIS was now showing BKN013. I made the decision to continue the flight and look for an opportunity to descend below the cloud layer. The weather ahead was showing higher ceilings. The remainder of the flight...was spent VFR on top of the cloud layer. I had been monitoring Center and [destination] Tower frequency from 50 miles out.... When we approached [destination] I made multiple radio calls and tuned in the ILS. I began a descent from around 6;500 FT MSL. We descended through the broken cloud layer at around 4;900 FT MSL and broke out at around 4;600 FT MSL. At that point we had 10 SM visibility and had the airport in sight; where we landed on the GA ramp. The continued flight above a cloud layer caused the problem of having to descend through a layer; however I am not sure turning back would have given us a chance to descend VFR either. I also should have made Center aware of my problem right away.




Synopsis: Bell 230 pilot on a VFR flight; descended through a 300 foot broken cloud layer at the destination airport after surmising that a return to the departure airport would likely not allow a VFR descent either.
Date: 201811
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We met the aircraft in the maintenance hangar in ZZZ. Both pilots performed a walk around and preflight inspection. Both of us verified the maintenance status; logbooks; and gear pins. All normal procedures were followed. During the initial climb a 'Gear Disagree' message was displayed along with the associated triple chime after gear up was called. After flaps up was called a 'Slats Fail' message was displayed along with its associated single chime. We [notified] ATC and ran both QRHs.With the gear selected up the nose wheel was in the up position and both main wheels had a red X indication. Upon completion of the QRH 3 green DWN (Down) indications were displayed. With the flaps retracted the left wing slats indicated 1 and the right wing slats indicated 2. After completing the QRH we landed with slats and flaps fully deployed. While on a vector to final an amber (R) Wing Anti Ice message was displayed along with an associated single chime as well as an amber ICE message. This message extinguished shortly after appearing. We saw that we had some ice accumulation on the windshield wipers. With the three DWN and green landing gear indications; a slats malfunction; being at night; and the possibility of a malfunctioning wing anti ice system in icing conditions we elected not to do a low pass for a visual inspection of the landing gear. We landed uneventfully and cleared the runway in front of the maintenance hangar. We were informed the next day of a 'rigging' issue of the sensors on the landing gear and that a screw had come loose preventing the slats from retracting properly. The loose screw caused damage to the edge of the slats where they meet the wing. A cause for the wing anti ice message was not yet determined. Keep providing good training to pilots.




Synopsis: CRJ-700 Captain reported multiple system discrepancies shortly after takeoff requiring return to departure field.
Date: 201810
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B EWR
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We took off 4R [and] prior to reaching 3000 ft we encountered wake turbulence. [The] autopilot kicked off I took control of the plane and returned to assigned altitude [of] 3000ft. No RA announced and we returned to our altitude smoothly and safely. During our debrief we talked about wake turbulence [and] gusty conditions especially when taking off behind large aircraft.


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


Synopsis: EMB-XRJ flight crew reported overshooting an altitude restriction departing EWR after encountering wake turbulence.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cooling Fan; any cooling fan
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Training / Qualification; Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff we received an EICAS caution message AVIONICS FAN followed shortly by the smell of electrical fumes the loss of the First Officer's MFD and Flight Director. I assumed pilot flying duties; told the First Officer to advise ATC that we were declaring an emergency and were returning to land at our departure airport. Fumes did not seem to be getting stronger; but I directed the First Officer to don his oxygen mask. By this time; my Flight Director had failed and we had heard what sounded like a number of circuit breakers popping. After the First Officer had donned his mask; I transferred controls back to him and donned my oxygen mask. We elected to remain at flaps 20 from the takeoff. As we entered downwind I told the flight attendants we were returning to the airport due to fumes in the cockpit. We made a normal landing and exited the runway. I elected to perform an evacuation as the conservative option but was unable to reach the flight attendants via the PA or the normal intercom system. Instead; I opened the cockpit door and commanded the evacuation. The aircraft was evacuated and no injuries were reported by passengers or crew. An off duty Flight Attendant generously helped during the evacuation with some of the passengers who had limited mobility. Superlative teamwork and job by all involved: my First Officer; the flight attendants; passengers; ATC and emergency services. The training received during simulator events for smoke/fumes in the cockpit was invaluable; as well as the experience for various emergency/abnormal situations. Thanks Training Department!


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


Synopsis: A CRJ900 flight crew declared and emergency and returned to their departure airport when multiple avionics displayed failed due to a failed equipment cooling fan.
Date: 201404
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: The Captain was the pilot flying for the leg and we were given direct to FAPIS waypoint at FL350. Around the FAPIS waypoint while in VMC; we encountered Moderate to Severe turbulence. The turbulence caused the overspeed clacker momentarily and then we got the stall warning shaker. The Captain went into CWS to help control the aircraft. At that point we initiated an immediate descent to try and recover from the low airspeed stall condition. I immediately told ATC we were descending and were requesting lower immediately. During our descent; we continued to receive a stall shaker intermittently. It was around FL290 where we were finally able to regain control of the aircraft. After the event was over; we ended up requesting a block altitude of FL270-FL310. Even with the cruise page showing that we were 1;000 FT under max altitude; we still found ourselves in this situation due to the clear air turbulence.




Synopsis: B737 First Officer reports encountering severe turbulence at FL350 resulting in both overspeed and underspeed conditions. The Captain initiates a descent to regain airspeed and is not completely successful until reaching FL290.
Date: 201304
Local time of day: 0601-1200
Location: L30.TRACON, NV
Flight conditions: VMC
Light: Dawn
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAS
ATC / advisory: TRACON L30
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I have reported this approach in the name of safety before. At that time; the previous flight resulted in a cabin injury due to severe turbulence crossing the red rocks ridge prior to IPUMY on the SUNST Arrival in Las Vegas. On this day after FUZZY; we were instructed to descend to 11;000 feet as usual. I told the Controller we were unable to do so due to high winds and turbulence and would maintain 14;000 feet until across the ridge. At 14;000 feet the winds were 70 knots; and I specifically said to the Controller that he should not cross traffic across the ridge due to high wind speed. I explained this and my reluctance to do so three times. We were then issued holding instructions and delay vectors over the airport (okay; fine.) What gets me is the total lack of understanding of potential safety issues while descending over this ridge. High winds mean high turbulence and I am not going to be a 'weather ship.' So; again I am issuing a report stating that is not smart to bring aircraft into probable severe turbulence at 11;000 feet or below during periods of high wind velocity across the ridge. The 14;000 feet altitude was light to moderate; but generally OK. Also; from the South on the KEPEC Arrival; traffic should be brought from CLARR direct to IPUMY and no extra altitude is needed.




Synopsis: B737-300 flight crew inbound on the SUNST arrival into LAS was instructed to descend to 11;000 feet after FUZZY. The reporter declined the clearance due to anticipated turbulence because of wind conditions.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure; Workload
Second reporter function: Single Pilot; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was taking delivery of an airplane that some friends had purchased and relocating it from ZZZ1 to ZZZ2. The first leg was to be from ZZZ1 to ZZZ3 via ZZZ4 to avoid restricted airspace. I completed the preflight and departed ZZZ1. I climbed to 6500 ft. MSL and about 35 minutes into the flight the engine began to lose power and backfire. I switched mags; switched fuel tanks; reduced power and adjusted mixture but nothing seemed to make any difference. At around 3;500 feet MSL the engine began to run smoothly again and I decided that I would land at ZZZ4 for maintenance. The engine began to run rough again and I opted to land in a field rather than overfly the city in hopes of reaching the airport. The off airport landing was made without incident. There was no damage to the airplane or myself. I secured the airplane and left a note on the nearby farmhouse door with my contact information. I was later contacted by the authorities and gave them the details over the phone. A passerby gave me a ride to ZZZ4 where I met a fellow pilot that gave me a ride back to ZZZ2. A mechanic from ZZZ1 is coming to inspect the airplane.I do not know what caused the problem at this point. The airplane had just completed it's annual inspection but had been inactive for a number of years prior. The preflight and engine run-up were normal and the airplane climbed well to 6;500 feet.I am happy with the outcome of my decision not to overfly a populated area with few options had the engine quit entirely.


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


Synopsis: GA pilot reported losing power and landing in a field with no injuries or damage.