elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb out off of Runway XX ZZZ; we experienced the aircraft pitching up without the autopilot engaged at approximately 4500 feet. I tried using the down trim and it was not working; I immediately pushed forward on the yoke and manually trimmed the aircraft back into trim. We notified ATC we needed to level off at 6000 feet. We assessed the situation and ran the appropriate checklist. While doing this we advised ATC we needed to return to ZZZ and [coordinated with ATC]. We were vectored for a downwind leg for Runway 23. The approach was briefed; [performance data calculated] with non-normal and brake cooling checked; Dispatch notified and QRH Checklist completed. We made a flaps 15 landing with no further issues.


Second narrative: On initial climbout; passing approximately 4500' MSL; the Captain (as PF [Pilot Flying]) verbalized that the nose down trim was inoperative as the pitch attitude rose to 20 degrees NU (Nose Up). The PF began leveling the aircraft with nose down yoke and manual trim followed by the activating the stab trim cutout switches; leveling off at approximately 5500' MSL. As PM (Pilot Monitoring); I coordinated with ATC and requested a level off at 6000' MSL. As the PF leveled off at 6000' MSL and turned downwind; he told me that the nose up trim had been working; just not the nose down trim. We descended to VMC at 4000' MSL and ran the QRH Stab Trim INOP procedure to completion. We set up for the ILS XXR to ZZZ; selecting flaps 15 according to the QRH/checklist; and landed uneventfully. Emergency vehicles met us coming off the runway but no further assistance was required.


Synopsis: B737 flight crew reported nose down trim inoperative on initial climb out.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft was experiencing a vibration shortly after takeoff that neither the cockpit crew nor the cabin crew had experienced before. The vibration was not due to engine vibration and all systems indications were normal. No ECAM warnings or messages. We continued to climb on our route while the First Officer and I talked about possibilities and decide on a course of action. The vibration stopped around FL260. We continued to climb to FL360 and reduced speed to .73 Mach/280 knots. After contacting Dispatch and Maintenance; I made the decision not to continue to [destination] and coordinated with Dispatch to divert [to an alternate]. Approach and landing were uneventful.After arriving at gate; Maintenance believes the vibration was due to either:1. A faulty hydraulic service panel door that would not close flush with the fuselage and could possibly have departed the aircraft in flight; or2. A cracked sealant on a panel beneath the fuselage; or3. A seal on the right wing root.None of the possible causes would have been detected by crew walk around. The hydraulic service panel door had to be handled to ascertain that it would not close properly.




Synopsis: A320 Captain reported diverting to an alternate airport after experiencing inflight vibration that was possibly due to a service panel door or a wing root seal.
Date: 202006
Location: MYL.Airport, ID
Aircraft: Small Aircraft
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E MYL
ATC / advisory: CTAF MYL; UNICOM MYL
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: McCall Airport (MYL) says that it has PAPI for Runway 16; but when I was there it [did] not appear to be on and working. I did not see a NOTAM for PAPI out of service. Please check with them to make sure the PAPI is working. If not; that the PAPI is NOTAMed correctly.




Synopsis: Pilot reported that the Runway 16 PAPI lights at MYL were not on and there was no NOTAM regarding the outage.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was involved in an aborted takeoff on Runway XXR at ZZZ. I was sitting left seat as the instructor on a checkout flight to teach a commercial course at the flight school. During the run up with RPM at 1800; I noticed the oil pressure to be at the upper limits of the pressure gauge. After the run-up was complete I briefed the pilot flying of the oil pressure and we briefed the possibility of an aborted takeoff. On the takeoff roll at full power I advised the pilot flying of the very high oil pressure so the pilot called to abort takeoff. The pilot flying controlled the aircraft and tasked me with advising ATC. Once clear of the runway the oil pressure dropped to within the limits and we were able to taxi to our parking. We returned to base and wrote up a discrepancy on the issue.




Synopsis: C-172RG Flight Instructor reported a rejected takeoff due to a high oil pressure indication.
Date: 201506
Local time of day: 0601-1200
Location: N90.TRACON, NY
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZNY
ATC / advisory: TRACON N90
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
When detected: In-flight
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I don't remember what happened.  Apparently Aircraft X encountered wake remnants from Aircraft Y during climb out to 17000 feet.I have no recommendation.




Synopsis: N90 Controller is not sure what happened but one aircraft may have encountered wake remnants from a larger aircraft during a climb.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
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; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During run up plane showed no signs of malfunction; both mags were [within] standards. After takeoff at about 1100 ft crew contacted Departure and were instructed to climb at or below 2500 ft and resume navigation. As soon as the student added power and started climbing; IP (Instructor Pilot) heard a noise like something popped. Immediately IP looked at the RPM gauge and saw it drop to 2300 first and then to 2000. At that point IP took controls [and] tried to climb as much as [possible] since the aircraft was at a good distance from the airport. At the same time IP contacted Departure and requested to go back to [departure airport]. They asked if any assistance was required and IP said negative just need to be back. At that point Departure asked if we needed a straight in. The plane had started to lose altitude and the RPM kept dropping. At that time IP told Departure we need direct [to the airport] and we were fully aware that [the airport] was using [west runways] at the time but IP requested to use [east runway] since it was the closest and the plane kept shaking and was hard to maintain altitude. They cleared us and then Tower cleared us to land. As soon as the plane feels abnormal turn to an airport and land as soon as practical.




Synopsis: C172 Instructor Pilot reported returning to departure airport after the engine began to lose power.
Date: 201302
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Distribution Busbar
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Relief Pilot
Human factors: Training / Qualification; Workload
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the Relief Pilot on break and got a call from the Captain that they needed me up front. We had an ELMS P110; fuel jettison; door lock 1L/2L/3L/4L; cargo heat; C1 hydraulic pump and several other EICAS and status messages. We made a SAT call to Dispatch and got a patch to Maintenance Control. We attempted to dump fuel but the fuel dump system was inoperative. After reviewing the landing data chart we landed at 519K pounds. The runway was snow covered but braking action was reported as good by a company aircraft shortly before we landed.


Second narrative: Contains no additional information.


Synopsis: A B777 Electrical Load Management System (ELMS) P110 had a fault which caused numerous sub-systems to de-power; the crew diverted to a nearby airport.
Date: 201605
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: Mixed
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Airspace Structure; Procedure
Primary problem: Aircraft

Narrative: Overcast day with low ceilings. Working multiple approaches to multiple aircraft to multiple airports. Aircraft X was cleared for an approach descending to 2800 feet until established. I noticed Non Mode C traffic about 5 to 6 miles ahead and called traffic with altitude unknown. Aircraft X responded 'IMC'. I called traffic again a couple miles later and informed Aircraft X targets appear likely to merge. Aircraft X informed me they were just coming out of the clouds and searching. Normally they would already be shipped to the tower but I kept him on my frequency in case I had to abort the approach. The tower called when the targets were a few miles apart and told me the last know altitude of the target was 1700 feet. I informed Aircraft X of the last know altitude and he informed me he had the traffic in sight. I then switched him to the tower. I was informed a few minutes later the target was Aircraft Y and he had a waiver to fly without Mode C. Aircraft X called my supervisor to ask how did we know the Non Mode C aircraft's altitude; what he was doing there; and how come he didn't get an RA if we could see his altitude?I don't think anyone should be flying around the Mode C veil without a transponder; especially under a Class B airspace. I'm not sure who would issue a pilot a waiver for that. It is very dangerous and a completely unnecessary risk in such a technical airspace. I would also make the Class Bravo more restrictive to reduce the amount of IFR to VFR issues.




Synopsis: SCT TRACON Controller reported an unidentified aircraft not in communication with ATC and no Mode C crossed the final approach course of an inbound aircraft on approach.
Date: 201907
Local time of day: 1201-1800
Location: MCO.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MCO
ATC / advisory: Tower MCO
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: On final approach Runway 17L at MCO; as pilot monitoring; we spotted a drone at our altitude at 1500 feet MSL less than 1/2 mile off to the left; as we approached glide-slope intercept. We were at Flaps 2; and would normally have completed configuring the aircraft for landing and would have begun the before landing checklist by 1500 feet. However; we immediately reported the drone to ATC/Tower which caused more distractions. Confirming location of the drone and providing a description to Tower put us late configuring with gear and final flaps as we approached 1000 feet and began the before landing checklist.  We descended below 1000 feet by the time all was complete. Everything appeared stable fairly quickly and the FO (First Officer) made a normal landing.  We both agreed after landing; however; that the distractions from the drone and Tower communications caused us to configure later than normal and a go-around would have been a better course of action.  Distractions from drone and ATC/Tower contributed to the incident.  Suggest better awareness of altitude on final approach when distractions occur.




Synopsis: A321 Captain reported encountering a drone while on approach to Orlando International Airport.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On final approach to Runway XX in ZZZ; when flaps were selected from 20 to 25; we got a TE FLAP DISAGREE MESSAGE. We notified the tower; performed a go around; and ran the QRH checklist for the caution message. We were vectored around for another approach; and requested priority handling due to the longer landing distance; higher landing speed; and uncertainty of our exact flap setting. Once we landed; we chose to clear the runway and cancel the priority request. We wrote up the flap malfunction in the AML and let line Maintenance know.




Synopsis: B757 Captain reported a Trailing Edge Flaps Disagree Message on final approach that resulted in a Go Around and a precautionary landing.
Date: 201601
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower LAX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: We were given instructions to line up and wait 24L and started the turn onto E8 from holding short at D8 on E (non-standard due to construction). Immediately after our clearance; another aircraft was given the instructions 'up to hold short of 24L'. Like 'we' normally do; the aircraft was right behind us to aid Tower with quick departures. As we passed the 90 degree point in our turn; their cockpit had passed the tip of our right wing; obstructing the Captain's view of our right wing as it (the turn) moved past the 90 degree point to the 130 degree point and right back in to the taxiway area. I saw this happening and the closure rate was incredibly fast; and all that would come out of my mouth was 'go go go go!' (Heart Rate 199) My estimation is that we missed each other by about 18 inches.




Synopsis: Aircraft had a ground near miss with another aircraft while taking the runway for departure.
Date: 201511
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Light: Night
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: A customer had a medium size aux battery plugged into a power port at their seat and from the battery to a phone that was being charged/powered; when the battery suddenly got very hot and started to smoke. It was unplugged from the power port and disconnected from the phone and a Flight Attendant transferred the battery to a steel coffee carafe per the inflight procedure. According to the Purser; it was initially too hot to handle and smelled strongly of being burnt. Customer said she bought the battery in China because it was such a cheap price. I inspected the device after it was cooled down and did not see any external damage to it; although there was still; after a couple of hours; an odor to it and it was slightly warm to the touch. Battery says Smart AC 120; and 'WABAN' on the face of it.Ban customers from having any LIPO batteries that are not installed in a device. Ban them entirely from checked baggage (Good luck with that).




Synopsis: B777 First Officer reported a passenger's auxiliary lithium polymer battery began smoking in flight and was hot to the touch.