elihoole/asrs-aviation-reports huggingface dataset:
Date: 201309
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working Local. I told Air Carrier Y to XXXX after traffic had crossed threshold. After traffic exited; I inadvertently cleared Air Carrier X to land instead of Air Carrier Y to takeoff. I did not notice my error. After a bit of time I became concerned Air Carrier Y was not rolling and it was getting close. Ground Controller questioned whether I had in fact cleared Air Carrier Y to takeoff. I cleared him for immediate. Distance was not sufficient for takeoff so I cancelled takeoff clearance and sent Air Carrier X around. I did not think I was capable of such a wrong transmission in the first place.




Synopsis: Tower Controller described a runway conflict when failing to note that incorrect clearances were issued to the landing and departing aircraft.
Date: 201301
Local time of day: 0001-0600
Location: ZAB.ARTCC, NM
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: Autoflight System
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Workload; Communication Breakdown; Human-Machine Interface; Confusion
Second reporter function: Captain
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Filed to fly the SUNSS RNAV STAR into PHX. ABQ Center cleared us to cross ITEMM at FL240 and then descend via the KOOLY STAR. Per company directive the Captain (pilot not flying) told the Controller we were unable the KOOLY and had to remain on flight plan. The Controller than gave us ITEMM direct SQUES 'descend via' the SUNSS STAR which had us crossing SUNSS at 11;000 FT and 250 KTS. As we began our descent to cross SUNSS the Controller asked our altitude we stopped at 20;500 FT and the Captain relayed our understanding of the clearance. He indicated he had not given the via instruction that we had understood. The Controller then cleared us to cross SQUES at 12;000 FT and 250 KTS which is actually part of the KOOLY STAR. I am not sure what the problem with the MD 80 fleet and the arrivals into PHX are but the confusion on the Controllers' part as well as our own is making the situation more difficult to manage than I believe is necessary. If we are going to continue to be restricted not to fly the PHX arrivals then ALL of the ABQ Center controllers need to be aware of this. They should not clear us for a procedure we are not able to do. It just leads to too much confusion for all.


Second narrative: [No substantive additional information was included in the secondary narrative.]


Synopsis: Confusion reigned when ATC and the MD-82 flight crew struggled with ATC desire to clear them via the KOOLY RNAV STAR and the flight crew advised they had been directed by company bulletins to only accept the RNAV STAR by which they had been flight planned; in this case the SUNSS RNAV STAR.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb; Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; 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 Landed As Precaution; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon initial climb out of ZZZ; front seat non-pilot passenger reporting seeing 'flashes of light' from behind instrument panel; at the top right corner where the panel meets the glare shield. Flashes were sporadic and intermittent. I; as pilot; was unable to see them due to my angle. Passenger then reported possibility of smelling something burning; which I did not smell. Continued climb; assessed situation; and found nothing apparently wrong. No breakers had tripped. All instruments were fine. No smoke. A few minutes later; flashing resumed and we both got a strong whiff of burning in the cabin. I was already in contact with Approach and requested immediate diversion to ZZZ1; which was granted. Landed without incident with great support from ZZZ1 Approach and Tower.Had plane checked by mechanic the next day and they found a piece of metal insulation (looked like thick aluminum foil with adhesive on the back) that had started to fall behind the panel and was shorting across the terminals on the back of the Hobbs meter. The metal piece exhibited signs of burning on its corner. I was not present when the piece was removed; but I believe it came from under the glare shield. I do have photos of the piece after removal if interested. Piece removed and plane made subsequent flight without incident.Plane typically sits in hangar but was on the ramp that weekend due to travel. I suspect the sun/heat caused the metal piece to lose adhesiveness and start to separate; but again I was not present at the time of its removal.




Synopsis: C182 pilot reported flashes of light appeared from behind the instrument panel accompanied by a burning odor.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Dawn
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: This event was in my opinion a near miss. We were at 3;000 feet on a visual approach to runway XXR. Saw on TCAS a target 100 feet below us off left side of Aircraft. ATC said traffic alert turn right 150. Just then we got TCAS RA alert descend; descend now immediately followed by climb climb now. Followed SOP and complied with alert we never visually acquired traffic. After talking with ATC supervisor; he informed me it was Aircraft Y transitioning Class B to ZZZ2.  He was at 2;500 feet initially; then for some reason as he approached us he pulled up to 2;800 feet (our TCAS showed him at 2;900 feet; 100 feet below us) once he saw us he descended back down to 2;200 feet and turned west. I do not know if this classifies as a near miss; but it was way too close for my comfort.  Aircraft Y never entered Class B; so now [no] rules were broken; but I think the other pilot used questionable judgement being so close to arriving ZZZ traffic and climbing to within 100 to 200 feet of Class B airspace.There must be another area to transition to ZZZ1 from the west that doesn't involve flying so close to ZZZ arriving aircraft.  Maybe a 2;000 feet ceiling under the approach corridor for ZZZ?




Synopsis: Pilot reported evasive action to avoid another aircraft identified by the aircraft TCAS system.
Date: 202003
Local time of day: 0601-1200
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Conditioning Distribution Ducting; Clamps; Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I stepped onto Aircraft X. I don't have the registration number for this airplane. I immediately smelt something foul when I stepped onto the airplane. I thought it smelled like someone had thrown up in the flight deck. It was really bad on the flight deck and first class galley. I took a walk through the cabin and it seemed to me to dissipate as you went further back in the cabin. Both the First Officer and #1 Flight Attendant could smell it as well. The APU was off and we had not ground air connected. The remainder of the flight attendants boarded and they immediately started boarding after. I started the APU hoping that would clear the smell as I still thought maybe it was from some garbage the cleaners had just taken off the airplane. With the APU running you could still smell it and it was becoming more musky gym locker type of smell. I used only one pack at a time and that did not make a difference. The flight attendants working in the rear of the cabin called the flight deck and said passengers noticed the smell and they could smell it all the way in the rear of the cabin. I then turned the bleed off and called Ops to stop boarding. A few minutes later I made the call to have the passengers deplane. I called Dispatch and the Chief Pilot to keep them updated on the situation. After the passengers got off the airplane; I told our flight attendants and my First Officer to pack up and get off the airplane. Eventually Maintenance showed up took the airplane out of service. Suggestion: More routine maintenance on PACKs and bleed systems; making sure everything is clean and clear of contaminates.




Synopsis: A321 First Officer reported a musky gym locker" smell was noticed during passenger boarding that resulted in maintenance removing aircraft from service."
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cooling Fan; any cooling fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
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 Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Reaching FL310; we received a 'display cool' master caution message momentarily then went out. Approximately 5 minutes later; the same message 'display cool' came on again. Ran QRH; Message stayed on and we diverted. Emergency declared. Potential loss of all displays.




Synopsis: CRJ200 Captain experiences a display cooling system malfunction at FL310. QRH procedures have no effect and the flight diverts to a suitable airport.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Emergency Exit Lighting
Component problem: Failed
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: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Evacuated; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While waiting for the completion of an anti-ice MEL (at the gate with jet bridge connected) I heard a commotion in the cabin. I stepped into the flight deck entry and heard there was some type of explosion. I immediately asked my FO (First Officer) to call for CFR. The #1 FA (Flight Attendant) was making a PA to evacuate. I assisted him as best I could while trying to determine what had happened. As soon as possible I turned off the APU and the batteries to remove any power issues that may have caused the explosion. I also turned on the emergency exit lights to aid with the evacuation. Emergency exit light battery exploded. It would help to have both a FA and crew ground evacuation checklist onto the jet bridge. Given we had no ground power and the issue was electric the use of the megaphone would have been helpful if the #1 FA could have gotten it before the passengers started to leave the aircraft.




Synopsis: Captain reported that during a maintenance action to MEL an Anti Ice problem; and emergency exit light battery pack exploded; causing the aircraft to be evacuated and CFR to be called.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Situational Awareness; Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA; Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Staffing; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We were at 4;000 feet on a vector to final about 15 southeast of ZZZ when a TA came up on TCAS on the nose co-altitude. Right after it came up we were given one more turn to join final for [Runway] XXL.  In the turn the TA became a descending RA and we complied per the maneuver's section in the QRH.  We descended about 800 feet and finished the turn at which time we were Clear of Conflict.  As we leveled the wings we saw the traffic go by our right wing a little high as they were still at 4;000 feet; appearing to be no more than a half mile away. It appeared to be a smaller GA aircraft but went by quickly.  We told ATC we descended for an RA; at which time he said to just maintain 3;000 feet.  He seemed unconcerned and asked no questions nor gave us any information.  We never received a Traffic Advisory call prior to the initial TA. The Controller was busy; but did not seem to be swamped. Maybe staffing as a result of COVID-19 is a factor.




Synopsis: Air carrier Captain reported a TA/RA on initial approach and believes ATC staffing may have contributed to the event.
Date: 201906
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
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: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On approach to landing in ZZZ for RWY XXL; when the gear was selected in the down position we heard an aural warning indication and subsequent warning light. The aural warning and light came on during landing gear down transition; that's when I noticed the red gear down light indication that was in the process of transitioning to three green. I at first thought the aural warning and light was a false indication for landing gear lights; but the three green down illuminated properly. During the successful completion of the landing checklist is when we then identified the red wheel well light had illuminated; and the reason for the warning bell aural indication and light. The wheel well light checklist was called for and indicated if gear down land as soon as possible. Approaching 1;000 feet it was determined the best course of action was to continue and handle the possibility of a fire on the ground. The landing was completed with no problems; and on landing roll-out we asked for ARFF (Airport Rescue and Fire Fighting) to come and look at the airplane.As we taxied off the runway to a position that was determined a safe reasonable place for ARFF assistance we again reviewed and completed the wheel well light abnormality checklist in the QRH. The flight attendants were requested to do a walk through for smoke odor or abnormalities; and they indicated all seemed OK. A call was initiated with ATC. ARFF then established communication with us and was asked to complete a wheel well scan for a possible fire/smoke/heat issue. After ARFF completed their checks with no indications of fire/smoke/excessive heat it was determined the aircraft could be safely taxied to the gate with them following us to park. At the gate ARFF re-indicated there was no excessive heat issues or problems; maintenance was on board and was going to do their job since we wrote up wheel well light illuminated on gear down transition in [a logbook] entry. There were no further issues and the flight was considered completed.




Synopsis: B737 First Officer reported red gear down light with aural warning during gear extension.
Date: 201709
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While on Visual Approach received Terrain Caution. Because it was at night; I disconnected the automation and adjusted flight path to correct error. We were not in landing configuration and re-established Lateral and Vertical Path and continued the visual approach. I had selected Level Change while on autopilot and in HDG Select mode to join the Localizer; and I believe the rate of descend was a contributing factor to the alert sounding.




Synopsis: Boeing 737 Captain reported receiving a 'Terrain Caution' during initial approach.
Date: 201211
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Eastbound the First Officer's oxygen mask failed. The mask was continuously leaking oxygen. This condition would have depleted the cockpit oxygen bottle at a rapid rate making it unsafe for an Atlantic crossing. After discussion with Dispatch and [Maintenance]; a decision to land at [a suitable airport] was made. An emergency  was declared. An overweight landing was executed. This aircraft also had a compromised braking system due to a placard on inoperable brake. We decided to dump fuel to increase performance margins. Maintenance replaced mask; completed overweight landing and ETOPS inspections.  We completed flight to [destination].  About 8;000 pounds of fuel was dumped at FL 340; about 30 minutes prior to landing.


Second narrative: [Narrative 2 had no additional information]


Synopsis: B767-300ER flight crew enroute to an Atlantic crossing reported they diverted to an enroute airport because of the First Officer's oxygen mask was leaking.
Date: 201809
Local time of day: 0001-0600
Location: EWR.Airport, NJ
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Airport
Primary problem: Procedure

Narrative: While taxiing into [the] gate at EWR the marshaller tried to taxi me into a field riddled with obstructions. I had to stop the aircraft 3 times to make them move luggage carts; belt loaders and other vehicles obstructing my path. Finally; after I set the parking brake I noticed the marshaller was wearing a set of ear pods while taxiing me into the gate. These individuals are not adhering to SOPs and it's only a matter of time before we have an unnecessary collision with ground equipment.




Synopsis: Air carrier Captain reported the marshaller not adhering to SOP; wearing ear pods; tried to marshal into a gate riddled with obstructions.