elihoole/asrs-aviation-reports huggingface dataset:
Date: 201308
Local time of day: 1201-1800
Location: HIO.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: None
Flight phase: Final Approach
Airspace: Class D HIO
ATC / advisory: Tower HIO
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed; Malfunctioning
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While operating under visual flight rules and using the RNAV (GPS) 31 LPV guidance for reference; all GPS reception was lost. On about a 2 mile final there was an aural annunciation that stated: 'Terrain System Not Available.' That was accompanied by a 'TER N/A' on the PFD and 'NO GPS POSITION' on the MFD. The aircraft was equipped with Synthetic Vision and that reverted back to the Blue/Brown attitude indicator. Since I was in VMC and VFR; I continued the landing visually and taxied to the ramp. Once on the ramp I pulled up the 'Alerts' window on the G1000 PFD. There were multiple messages including 'GPS NAV LOST - Loss of GPS navigation. Insufficient satellites;' 'ABORT APR - Loss of GPS navigation.' 'Abort approach.' 'AHRS1 GPS - AHRS1 not receiving any GPS information.' The pilot of another aircraft which was equipped with a Garmin glass panel said that he experienced the same failure while taxing to the ramp. My concern is the fact that this was a WAAS approach on a robust system with redundant GPS receivers in a brand new aircraft. If I had been in IMC; I would have been above the MDA prior to the VDP. The missed approach segment is GPS based so I would have been unable to execute the published missed approach. The fact that a failure like this occurred; while hopefully very rare; exposes some potential problems with widely utilized and heavily relied upon GPS navigation for critical phases of flight.

Callback: The reporter states that the other aircraft that also lost GPS capability at the same time was G2000 equipped and also quite new. On the ramp the GPS begin to show more satellites available but very slowly. The system was turned off to reset and then showed a full array of satellites after about five minutes. No NOTAM's for GPS outages were in effect at the time.



Synopsis: C172 pilot experiences a loss of GPS reception during a VMC RNAV 31 LPV approach to HIO and continues to a landing. Had the weather been IMC the missed approach procedure would have required an operational GPS.
Date: 201603
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Workload; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I've had four go-arounds in the last 440 hrs. One in November; one in December; one in January (?); and one in March. Here's my observation; as pilots we want to notify ATC as soon as possible of the G/A. The problem is that ATC immediately likes to give us turns and altitudes. The problem from a pilot's perspective is that it's much busier than just after takeoff and ATC normally just leaves us alone on during a takeoff. Yes; I understand the need to ensure separation *if* it's an urgent need; but if it's not an urgent need; how about allowing the a/c on the G/A to at least get the gear doors closed; count to 10 potato and then have ATC issue heading and altitudes?




Synopsis: Air carrier pilot reported of numerous go-arounds that he has had in the past few months. Pilot reported that he would like ATC to give him some time so the aircraft can get configured before giving instructions.
Date: 201506
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: B737-300
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: While at 34;000 FT MSL in clear air; we experienced a strong jolt of turbulence that spilled drinks in cabin/galley. Seat belt sign was off - no turbulence reported or indicated in our paperwork. We had just passed another [air] carrier aircraft going opposite direction 1;000 FT above us approximately three miles to our east. (Possible wake turbulence). We asked flight attendants (F/A) if they were ok; they said no one was hurt; but after flight; one F/A said she had bumped her shoulder in the galley.




Synopsis: B737 First Officer reported a 'strong jolt' of wake turbulence at FL340 when they passed another aircraft going in the opposite direction at FL350.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Chancellor 414A / C414
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Training / Qualification; Distraction
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Aircraft Equipment Problem Dissipated; Flight Crew Returned To Clearance; Flight Crew Overcame Equipment Problem; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; Flight Crew Took Evasive Action
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: While in level cruise flight at FL200 left engine stopped producing power and began to surge. Pilot activated low boost pumps. Condition continued for another 15 seconds. Pilot initiated failed engine restart procedure. Pilot disengaged autopilot; changed fuel tanks; selected high boost momentarily to determine if a primary engine pump had failed. Condition continued. Engine continued to surge for another 5-10 seconds; and then began producing power again. Pilot had lost 400 FT of altitude. Engine began to run normally; pilot initialed climb. Controlled asked to confirm altitude. Pilot responded that he was dealing with an engine problem. Controller queried if the pilot needed assistance. At this point engine was running normally; all cockpit engine indications were normal; pilot declined assistance and reestablished cruise flight at FL200 and reengaged the autopilot. Pilot elected to land short of original destination. Controller questioned the reason for the diversion. Entire event lasted 30-45 seconds. Altitude lost; 400 FT; reason for engine power loss; undetermined. Fuel quantity indicators showed fuel in tanks. All other engine indicators were normal. Pilot; who is an A&P and has owned that aircraft suspects trapped water in fuel bladders; aircraft was parked outside the night before and it had rained. Pilot had double sumped all drains specifically because of that fact. Pilot sumped tanks after landing; no contaminants were found. Pilot took fresh fuel; re sumped tanks; no contaminants found; and continued to destination without incident.




Synopsis: A C414's left engine quit at FL200 apparently because of water in the tank but after a restart it ran normally so the pilot diverted to a nearby airport for an inspection and fresh fuel.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After climbing through 10;000 feet when departing ZZZ and navigating to join the RNAV SID; the #1 F/A (Flight Attendant) reported a strong odor of burning plastic near the mid galley area. Ovens were empty and the source of the odor could not be identified. Both pilots were beginning to smell an odor of smoke in the cockpit; as well. Oxygen masks were donned by both pilots; and Quick Actions Smoke and Fumes procedures performed. Flight attendants called again and advised pilots of difficulty breathing. [Advised ATC] and we returned to ZZZ; which was about 50nm East of our position. Threat and Error Management methods were discussed and employed and task-loading concerns addressed. The first officer became the pilot flying and landed the aircraft in ZZZAn off duty pilot for another airline appears to be the first person to detect odors. He stated he first smelled the odor when engines reached FLEX power during the takeoff roll. Therefore; odors may be associated with high engine power settings.Identify and repair faulty engines or seals. If this occurred during a trans-Atlantic flight; we would not have enough crew oxygen and PBEs (Protective Breathing Equipment) to land safely considering we could be two or more hours from a diversion airport. Should more PBEs be added to our aircraft until fumes incidents are corrected?




Synopsis: A330 Captain reported returning to the departure airport due to fumes in the cabin and cockpit.
Date: 202001
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: Mixed
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: EMP missiles installed on all [airline] aircraft. Just kidding; there is no corrective action that can be taken other than hopefully spotting a drone before striking it.




Synopsis: Air Carrier pilot reported an NMAC with a drone while inbound to LAX.
Date: 201807
Local time of day: 1801-2400
Location: ZAB.ARTCC, NM
Flight conditions: IMC
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZAB
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Dispatch
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Human Factors

Narrative: The Captain advised me he was diverting to ABQ; with FOB (fuel onboard) of 7.0. I advised ABQ burn of 4;296 LBS with reserve of 3;652 LBS; and suggested LAS as being less burn since I observed he was using reserve fuel to divert to ABQ. I made sure he declared minimum fuel with ZAB. I also repeatedly queried his current FOB and fuel over destination to verify I was calculating fuel correctly.Erroneous ATC communication about TUS closure; irregular operations with dust storm at PHX. My desk had 4 PHX arrivals at the same time during a dust storm; this was not an optimum workload.Aircraft attempted to land PHX with 2 SM visibility; Captain at that point felt weather conditions were unsafe; asked to divert to listed alternate of TUS. ATC advised TUS was closed; which was incorrect. Captain advised he was diverting to ABQ. I feel the cause of this low fuel arrival was communications. I was unaware of the fact that ATC had advised the Captain that TUS was closed. There were a few scattered cells in TUS area; which was why I thought he chose ABQ instead.




Synopsis: Air carrier Dispatcher reported high work load and ATC confusion about airport conditions contributed to a less than optimum diversion plan.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
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: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff we received an ECAM message 'Brakes Sys 2 Fault'. Cleared ECAM and Status using challenge and response as there were no procedures to accomplish. At about 9000 ft. during climbout we received a call from the Lead Flight Attendant that there were fumes in the cabin causing eye; throat and nose irritation. Minimal effects in the cockpit; but noticeable as we did don our masks early in the event.Commenced checklist for Smoke and Fumes and after a second verbal check with the flight attendants; determined an immediate return to ZZZ was in order because symptoms were worsening. Immediately [advised ATC] and commenced a left turn back to the field at 16000 ft. ATC was helpful while acting swiftly and professionally to ensure we landed with no delay. We landed below max landing weight at about 380;000 lbs with a 100 to 200 fpm touchdown. We were unable to finish the Smoke and Fumes checklist.Cockpit ambient noise in flight did not allow any of the three pilots to communicate using the interphone with the mask. We had to raise the mask and announce what we needed to say in order to communicate within the cockpit. This was with both speakers loud enough to hear ATC; but unable to speak amongst cockpit crewmembers using the interphone. ATC comm worked great. Once on the ground; ambient noise was low enough to hear the interphone communications as well as ATC with no adjustments to volume.All flight attendants who went to the hospital were diagnosed with elevated carbon monoxide levels.




Synopsis: A330 Pilot reported Flight Attendants alerted them to fumes in the cabin after a systems failure after takeoff causing a return to the departure airport.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff roll; prior to V1; a very strong odor (similar to dirty socks) could be smelled in the cockpit.  As soon as we completed the after takeoff checklist; I called the Flight Attendants (FAs) to verify if they could smell it in the main cabin.  Both FAs said that they could and that it was very strong.I told [the] First Officer (FO) to request a level off so that I could run the QRH and for us to don the oxygen masks.  I called the FAs again and they told me that the smell of becoming even stronger. We were given delay vectors so that we could descend and perform the QRH procedures.I read QRH (Fumes/Odor Isolation Chart) and determined that it was category A (Oil).Since both FAs told me that the smell was overwhelming; I turned off the recirculation fans; turned off both bleeds and packs and dumped the cabin to help evacuate the odor.I reprogrammed the FMS for a return to field and set the ILS frequency and inbound course on both Primary Flight Display (PFD) and did a quick brief to FO.I performed the overweight QRH procedure; a descent and approach checklist; as well as the landing checklist.After a normal landing; we stopped on [the] runway.  I made a PA for passengers to remain seated while Fire / Rescue Department could inspect the outside of the aircraft for any hydraulic/oil/fuel leaks.We were escorted to the gate by fire trucks.Firemen came onboard to check on the crew and passengers to verify if anyone needed medical assistance.Passengers were deplaned.I called Dispatch and answered all of our dispatcher questions.I filled out the Odor Event Sheet and handed both the report and the Aircraft Maintenance Log (AML) to the maintenance manager.A logbook entry was entered for the fume event and another one for the overweight landing.No EICAS messages were ever received.  This was a TO-1; no flex; takeoff (max thrust takeoff).Fumes in the pressurization/air conditioning system during takeoff roll and climb.




Synopsis: An ERJ-190 Captain reported returning to departure airport after noticing a strong dirty sock odor in the aircraft.
Date: 201901
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Flight returned to the gate for because number 1 engine could not be started. The gate crew were notified to hook up air [hose] and ground power. [There] were also bags on the list. The crew and I started pulling those bags. Maintenance notified us they were going to run the number 1 engine; then; they told us 30 seconds later number engine was running with the cargo loader and air [hose] still connected to the airplane. My crew and I had zero time to react to the possible deadly situation.




Synopsis: Ramp employee reported the flight crew started the engine at the gate without coordination; with workers and equipment nearby.
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Fluid
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through the mid 20's; we got a chime and a 'HYD 2 LOW PRESS' message. I took the radios and controls; captain went through the QRH for the appropriate procedure. Due to the indication of 5% hydraulic fluid and positive pressure in the accumulator; we did not immediately shut down the EDP or declare an emergency. However; a few seconds later the rest of the pressure bled out of the system and we informed ATC that we needed to divert to the nearest suitable. We declared an emergency and handled everything according to procedure and training. We decided that although I was PF; he had much more time in the aircraft and if there was a possibility of directional control issues we would have fewer questions to answer if he took the landing. We landed and taxied in without incident. Obviously the failure of a system takes you out of your routine; and there is a tendency for both pilots to focus on one problem. However we divided the duties effectively and did our respective jobs; making sure that all checklists were completed and we had accomplished all procedures according to the QRH. I can't say for sure that no errors were made; but it seemed that everything was done safely and properly.




Synopsis: CRJ200 First Officer reports loss of number 2 hydraulic system during climb and diversion to the nearest suitable airport.