elihoole/asrs-aviation-reports huggingface dataset:
Date: 201312
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL180 we got a Master Caution light. We also had the Number 1 Rud Iso Vlv caution light [and] the Number 1 Rud Hyd caution light. We pulled out the Emergency Checklist [and] followed the ISO VLV Checklist. We had approximately 8 quarts of Hyd fluid. We declared an emergency and informed the following people of the situation. ATC; Dispatch; Ops; [and] the FA. We made a zero flap landing; turn off the runway and parked the aircraft on the taxiway. The firemen inspected the aircraft and we were towed to the gate. There were [no] injuries and no damage to the aircraft.




Synopsis: DHC8-100 Captain experiences a loss of hydraulic fluid at FL180 and declares an emergency. Flight continues to destination for a no flap landing and is towed to the gate.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Workload
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other climb
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on first flight of four day trip. Flight from ZZZ [in] night IFR conditions. We were climbing on RNAV Departure. Captain was flying; I was Pilot Monitoring. Autopilot was on approaching 12;000 feet climbing to assigned altitude of 16;000 [feet]. I heard a thump then felt the aircraft yawing. Engine display showed engine 1 (left) had failed. Captain turned off autopilot. We [requested priority] with ZZZ Departure. Captain said he would fly and I was to work the ECAM for the engine failure. Once aircraft was stable; Captain turned the autopilot back on. I followed the steps of the ECAM as the Captain coordinated with ATC and then talked to the flight attendants; he then made a PA [public announcement] to the passengers. Once the ECAM complete; I referred to the QRH ENG1 Fail Checklist to ensure all steps were accomplished. The APU was started. We discussed attempting a relight as there was no indications of engine damage. We did [it] unsuccessfully. During relight attempt; we saw No Fuel Flow and ENG Stator Fail ECAMs. I then started working the ENG Shutdown Checklist per the QRH. I discontinued that checklist to load the return to ZZZ and approach to Runway XXR; the captain briefed the approach. We discussed the overweight landing procedures as our gross weight was approximately 150;000 [lbs].The Descent and Landing Checklist were accomplished as the aircraft was configured normally for a visual approach to Runway XXR. Approach and landing were normal; we rolled out and taxied clear of the runway. We made a PA announcement for everyone to remain seated. We communicated with the fire rescue vehicles and they could see no damage so we continued to taxi to the gate. The passengers deplaned normally through the jet bridge.


Second narrative: [Report Narrative contains no additional information.]


Synopsis: A320 flight crew reported an engine failure during climb that resulted in a return to the field.
Date: 201602
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This A/C (Aircraft) had been in maintenance prior to us getting this A/C. They said it was for a pressurization problem.  We boarded the A/C and flew to ZZZ. We taxied in; arriving at the gate; the Captain gave me the signal to open the A/C door by turning off the seat belt sign. I got out of my seat belt stowed my jump seat. Unlocked the door and tried to push it open it seemed like it was stuck (we have a few A/C that the door is hard to push open) so I pushed even harder when it finally started to open I could hear this sucking sound coming in around the door. I knew then that I was going to be sucked out the door. I was trying to grab onto anything my hands could find; which was the wall next to me and try to scramble backward with my feet as not to be sucked out. I open the flight deck door and asked the Captain what's going on; I was almost sucked out of the A/C. He checked the gauges and said (oh God) the plane didn't depressurize; I'm sorry are you okay? I told him I hurt my arm.




Synopsis: CRJ-200 Flight Attendant reported almost being sucked out of the aircraft after arriving at the gate and trying to open the cabin door. The Captain said the aircraft did not depressurize.
Date: 202111
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
Aircraft component: Fuel
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Time Pressure; Troubleshooting; Physiological - Other
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL340; noticed the smell of fuel in the cockpit. Complied with QRH procedures. [Advised ATC] and landed at ZZZ without incident. Fuel Fumes from unknown origin. Fix the aircraft.


Second narrative: At cruise alt 34;000 feet; we noticed a smell of jet fuel in the flight deck. It was intermittent at first on the First Officer side and then suddenly got stronger throughout the flight deck. We donned the O2 masks and complied with QRH checklists. Diverted to ZZZ. ATC was advised. No odor was smelled in the cabin at first; but half way through the descent; the flight attendants started smelling a fuel odor in the aft cabin and galley. Upon landing at ZZZ [Runway] XXL; we stopped on the runway and had the aircraft checked for a fuel leak prior to taxiing to the gate. As the aircraft was being checked out; the aft flight attendants reported the odor/fumes increasing in intensity. When asked if they believed an evacuation was necessary; they said no. We eventually taxied to the gate and deplaned all passengers to avoid any unnecessary additional exposure to possible fumes. Multiple announcements to passengers were made throughout the event by the cockpit and cabin crew. After all passengers were deplaned the flight deck and cabin crew jointly debriefed at an empty gate. It was determined that nobody needed medical attention. Fumes event; cause unknown. [No suggestions; as it was an issue with the aircraft. Other suggestion is that it did not occur to the flight attendants to don their PBEs although they were exposed to potentially toxic fumes. I also did not - until after the incident - think of reminding them. Should be stressed more in training that flight attendants also need to protect themselves with PBEs during fume events not just smoke events.


Synopsis: Air carrier flight crew reported at cruise the flight deck and passenger cabin began to smell of fuel. The crew completed the QRH and diverted.
Date: 201811
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Workload
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; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We had originally planned and briefed the KIPPR5 Arrival and the ILS approach to Runway 16L into Denver. Our arrival was later changed to the ANCHR4. We then set up and briefed this arrival and the ILS to 35R; which was the expected approach based on the latest ATIS. When contacting Denver Approach; we were assigned the RNAV (RNP) Z to 35R. In the course of flying this approach; we were assigned several non-standard speeds which further increased our workload. Because of this; we did not notice that there was an extraneous vector leg after MSIMS which was a remnant of the ANCHR4. The plan view on our displays showed MSIMS and the radius to FRONZ; which appeared to be the active course. When passing MSIMS we did not make the turn onto the radius and instead continued straight ahead briefly. We noticed the deviation immediately and were about to contact Approach when they called us with vectors to a visual approach; since they had also observed that we were off of the planned course. We were vectored onto final approach for a visual to Runway 35R and landed without further incident.




Synopsis: B737 First Officer reported a track deviation occurred on the RNAV (RNP) Z Approach to 35R in DEN when the FMC was programmed improperly following a late clearance change.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Environment - Non Weather Related; Airport; Airspace Structure
Primary problem: Human Factors

Narrative: ZZZ1 to ZZZ as we approached ZZZ at 5;000 feet we got vectors for the visual approach XXR far out over the mountains shortly after we got cleared for the approach. My FO (First Officer) called for 3;500 feet set in the altitude selector. After setting 3;500 feet my FO started a descent from 5;000 feet and with only flaps 9 selected and a descent over the mountains and the RA hit 1;500 feet triggering a 'Terrain; Terrain; Pull up' Call out over the audio system.Cause - Distraction amongst pilots and Air Traffic Control juggling multiple frequencies and low altitude.Suggestion - Better situational awareness and speaking up.




Synopsis: EMB-145 Captain reported receiving a terrain warning on final approach.
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Rejected Takeoff
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: A storm front had just passed and medium crosswinds were on the ATIS (290/12/gust 15) and we were taking off 35L.  An MEL existed (Engine A/I Valve partially Open) that required a Max Power Takeoff. We were cleared for Position and Hold. I maneuvered the aircraft to the takeoff position. Moments later; we were cleared for takeoff.  The before takeoff checklist was completed and Max Power initiated. The aircraft began rolling toward the right edge of the runway; while full left rudder was not altering the direction of aircraft to sufficiently avoid exiting the runway (narrower than normal runway 75 feet).  I discontinued the takeoff around 40-50 knots.  We reported our actions to Tower and exited the runway.  We accomplished appropriate checklists and then discussed what happened and what might have contributed to the event. (15-17 knot crosswind from the left; Max Power (P-factor); narrow runway; the Check Airmen said he thought the nose wheel; while in position and hold; was not aligned straight with the runway). After discussing factors; we decided to be more aggressive with rudder and the crosswind; as well as; more awareness of the direction of nose wheel prior to initiating take off power.   On the second takeoff attempt; aircraft still went right with full left rudder. However; once airspeed was 60-80 knots; rudder authority became significant enough to control direction of aircraft and safely continue the takeoff.My assessment of why this happened was primarily attributed to the narrower than standard runway.  Runway 35L is half as wide as most of the runways that we normally operate on. Therefore; the distance from centerline to edge is 37.5 feet vice 75 feet. With the factors present crosswind; Max Power; narrow runway; the sensation of exiting the runway prior to rudder authority was significantly greater than on a runway that is 150 feet wide.




Synopsis: B757 Captain reports a rejected takeoff when aircraft begins to veer right with full left rudder on a narrow runway. A second takeoff attempt is successful.
Date: 202201
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger CL604
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On Date at approximately XA:34 enroute from ZZZ1 to ZZZ we received a smoke baggage fire master caution warning at 35;000 ft. on the C track between ZZZZZ and ZZZZZ1 intersection. Smoke began to fill the cockpit and cabin. We determined the cause to be environmental and no fire was detected in the baggage area. We tried to isolate and clear the cabin using the smoke removal procedures but were unsuccessful. We then advised ATC; off set 2miles right of course (slop) and started a descent to 10;000 ft. where we could start the depress procedure to clear the cabin of smoke. In the descent to 10;000 ft. we established communication with ZZZ2 radio; squawked and via CPDLC with ZZZ3. After reaching 10;000 ft. we were able to shut down the environmental system and clear the cabin of smoke. The crew and passengers were on supplemental oxygen during the descent until level off at 10;000 ft. We were able to proceed direct to ZZZ. With no further action. We reestablished communication with ZZZl Center and advised them we were no longer an emergency aircraft and requested priority for landing in ZZZ. We then requested direct ZZZ airport. There were two crew; and two passengers onboard. No injuries or significant damage discovered. We were able to land safely in ZZZ with no emergency services required. I was asked to call upon arrival and gave a statement to ZZZ Center/FAA/FSDO.




Synopsis: Air Carrier Captain reported a fume event during cruise. Flight crew completed depressurization procedures which dissipated smoke and the flight continued to destination.
Date: 201708
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Service/Access Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Shortly after landing gear retraction we heard a loud banging noise coming from behind the cockpit and L1 (Lavatory 1) door area. The noise was heard by the L1 flight attendant and could be heard in first class; it became louder and faster as we accelerated. We decided to return for a precautionary landing. We told ATC and they gave us vectors to give us time to complete the checklists. We landed under max gross landing weight. Upon arrival at the gate the ramp crew found the patch cord and wireless box still plugged into the aircraft.


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


Synopsis: MD-82 flight crew reported a loud banging noise due to an open communication panel shortly after gear retraction.
Date: 201505
Local time of day: 1801-2400
Location: SAV.TRACON, GA
Light: Night
Aircraft: Helicopter
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C SAV
ATC / advisory: Tower SVN
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was on an IFR flight plan; destination SVN.  The prior sector placed ILS in the scratchpad and handed the aircraft off to me.  SVN only has one ILS which is to runway 28; although Runway 10 was in use.  Since I received the aircraft with ILS in the scratchpad I assumed the verbal opposite direction coordination was already completed by the previous sector.  I initiated a hand off to SVN Tower using automation and the approach to the opposite direction runway was clearly visible in the scratchpad.  SVN accepted the automated hand off approximately 15 miles away from the airport.  I cleared the aircraft and switched [them] at approximately a 10 mile final.  It was only after clearing the aircraft for the ILS and transferring communications that I had realized the coordination was not completed. At this point Aircraft X was on a short final.  I then called SVN Tower to let them know I was aware of the missed coordination and it was entirely my fault and they implied that they were aware of the aircraft's intentions and the event was a nonissue.  It is important to note that SVN does not have automatic releases and no other aircraft were affected by the missed coordination. No recommendations.  This was a situation where I did not apply the correct procedures as outlined in our LOA due to an inaccurate assumption.




Synopsis: A SAV Tracon Controller accepts a handoff on an aircraft that has an ILS in the scratch pad area. The ILS refers to the ILS for runway 28; but 10 is in use. The Controller assumes coordination has been done; hands off aircraft; and flashes the aircraft to Tower. The Controller then realizes; with aircraft on a 10 mile final; that coordination hasn't been done and then coordinates with the Tower. Tower advises there is no problem; they see the scratch pad. The Tower does not have automatic releases.