elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on approach to runway XXL; we experienced an Right Engine Oil Bypass message on our upper DU [Display Unit]. After identifying the message and performing the checklist for the warning message; we were directed to perform the engine shutdown checklist. After doing so; we [advised ATC]; and continued to configure the aircraft for a single engine approach. We landed on runway XXL; were met by ARFF (Aircraft Rescue and Firefighting) and after being inspected by ARFF; we taxied to the gate without further incident.




Synopsis: First Officer reported a right engine oil bypass message; which led to shutting down the engine and landing with only one operational engine.
Date: 201603
Local time of day: 1801-2400
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: 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; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The Captain (CA) was the Pilot Flying (PF) and described an abnormal feel of aileron movement while airborne. CA briefly gave control to me to confirm; which felt like a partial binding in the system when the yoke was moved from center to about 1/4 deflection right bank position.Past that area and left deflection felt normal. The abnormal [feel] was not a roll jam as roll control was fully possible; and the QRH had no applicable procedures. CA made contact with Dispatch and Maintenance and the decision was made to continue the flight. ATC [was advised] as a precaution because we were unsure of the cause of the abnormal feel; and whether it would worsen with speed/altitude/configuration changes during approach and landing. The approach and landing were uneventful and the abnormal feel was not present on the ground with no air loading on the flight control surfaces.

Callback: Reporter stated that this is an unusual occurrence and has never felt this before. It felt like a high resistance until past the 1/4 turn then felt normal. Reporter stated it checked okay on the ground; it only occurred after the aircraft was in flight and pressurized. The reporter also stated that Maintenance said it checked okay then a subsequent crew wrote it up again. The reporter doesn't know the present disposition of the aircraft presently or; if repaired; what the repair was.



Synopsis: Embraer 175 the flight crew felt a partial binding of aileron control when the yoke was moved from center to the right about 1/4 deflection.
Date: 202008
Location: ZZZ.Airport, US
Reporter organization: Air Carrier
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: This flight was originally scheduled to be a type X aircraft; but was downgraded to a type Y aircraft. One of the Customer Service Reps asked me if they could use the blocked seats; X5 and X6 because first was booked with too many people and they would have to downgrade two passengers. I said no; X5 is my assigned jumpseat due to the FAA exemption guide due to COVID. My normal jumpseat is X5 inboard; but the exemption reference guide has my assigned jumpseat as seat X12 for this aircraft. There were three agents working the flight. Boarding was chaotic as they were trying to depart to as close on time (the aircraft swap made the flight late) as possible. The door was closed quickly and there were two passengers sitting in seats X5 and X6. I asked them if they were assigned those seats; because when I looked 20 minutes prior they were still blocked in my link. They had boarding passes that gave them those seats; so I had to sit in my normal jumpseat of X12 inboard. I was specifically asked about it and I said no; so I'm not sure why two passengers were placed in those seats and how those seats were able to be unblocked in the first place.




Synopsis: Flight Attendant reported being displaced from the seats assigned due to COVID-19 changes; by passengers assigned to the seats.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
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: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent into ZZZ1 we leveled at 6;000 feet and as the power increased we noticed a dirty sock smell that lasted for approximately 1 to 2 minutes. When the power reduced again as the descent continued the odor dissipated. The flight attendants noticed it in both the forward and aft cabin in flight. Once at the gate when the APU bleed was selected the odor returned although it was much less noticeable. Possible problem with the APU causing some sort of contamination in the packs. This has been a continuing issue that the company has been working to correct. Apparently more needs to be done to prevent these types of fume exposures to both passengers and crew.




Synopsis: A320 Captain reported a temporary fumes event of 'dirty socks' smell during landing approach. Odor returned at gate arrival.
Date: 201412
Local time of day: 1801-2400
Location: S56.TRACON, UT
Light: Night
Aircraft: Helicopter
Flight plan: VFR
Flight phase: Climb; Cruise
Airspace: Class E S56
ATC / advisory: TRACON S56
Second aircraft: Fighter
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: While working approach for the satellite airports; Aircraft X had been released IFR with the previous controller. Several flights of fighters were inbound for their recoveries back to HIF. I misjudged the climb rate characteristics for Aircraft X and had anticipated them to climb at a faster rate than they did. They were assigned a vector to join the airway; climbing. Traffic was issued to Aircraft Y; 4/fighters several times and also to Aircraft X. The conflict alert did not go off. When the fighters were 4NM west; I answered another flight checking in instead of issuing a traffic alert. I felt the projected flight path of the fighters was behind that of Aircraft X. However; after reviewing the tape I recognized that I did not see the wingman's primary target pass directly below Aircraft X. At the crossing point; Aircraft X was at 8100 feet and Aircraft Y flight indicated 7600 feet. I do not know what altitude the wingman who passed below Aircraft X was. The pilot of that aircraft called to report a NMAC. Consider aircraft characteristics more appropriately. Maintain a more diligent scan.




Synopsis: S56 controller reports of a NMAC caused by an un-anticipated climb rate of one aircraft and the possible altitude deviation of a flight of four aircraft.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Rain; 3
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Weather; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: During landing an over-run occurred. The weather reported winds of 190 at 8 knots; with variable direction.  We were stabilized before the final approach fix.  Upon landing the wind switched to a right crosswind (less than 10 knots).  I applied max thrust reverse and moderate braking. Because of unforeseen standing water the anti-skid was activated and minimal braking was possible and we also encountered hydroplaning.  We exited the end of the runway into a dirt clearway at a very low speed; approximately 5-10 knots. Hard compact dirt allowed me to stop the aircraft within about 10-20 feet. No damage occurred. The aircraft was towed back onto the taxiway.


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


Synopsis: Gulfstream flight crew reported hydroplaning during their landing rollout which led to a runway overrun.
Date: 202109
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Data Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During normal cruise; red CAS message came on; LOW PRESS; along with automatic display of of EMER Descent checklist on DU4. Cabin Pressure differential was seen as abnormally low; cabin altitude indicated 17;000 ft.; did not match pilot perception. Oxygen masked were donned according to SOP and Checklists; Pilots requested lower with ATC; leaving FL430 for FL360. at FL360; the pilots were troubleshooting the problem; and switched from ADC [Air Data Computer] #1 to ADC#2. This prompted the cabin differential pressure to rise again to a normal level. Flight was continued at FL360 to destination with no further issues.




Synopsis: First Officer reported ADC (Air Data Computer) #1 failure affected the cabin pressurization system; requiring a descent and a switch to #2 ADC; which restored cabin pressure control.
Date: 202106
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
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: Situational Awareness; Workload; Communication Breakdown; Fatigue
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: During the final segment of the approach phase on short final; we hear gear up at 960 feet RA. Captain told Pilot Monitoring to put the gear down and decided to continue to land. We decided it was safer to land rather to do the balked landing.I believe the cause of the event was fatigue and complacency. I felt a little tired and did not scan and confirm Captain checklist items that were called for. It was night time with turbulence and at a critical phase of flight were several things were happening at the same time.I need to be more aware of confirming actual checklist items at critical phases of flight and scanning everything looks good when the Captain is focused on flying the aircraft into ZZZ.




Synopsis: Air carrier First Officer reported fatigue and procedural deviations led to the landing gear not being lowered per the checklist resulting in an unstabilized approach.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Normal Brake System
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Inspector; Maintenance Manager
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Maintenance
When detected: Taxi
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Procedure

Narrative: While taxiing back from engine runs; brakes failed. Emergency brake was used to stop aircraft. Root cause was the PWR Brake System CB popped/disengaged. Vendor had the aircraft out on the taxiway for Engine 5 point-capped runs due to RH engine change. When returning to the company hangar in ZZZ; they were following Operations. While getting ready to turn off the taxiway; the low brake pressure annunciator light came on. The Technician checked the brakes and found no brakes were present. They then turned the aircraft back to the taxi with Operations and slowly stopped the aircraft with the emergency brake. No aircraft damage; no one hurt; and stopped a slow rate using the TR (Thrust Reverser) system to not flat-spot the tires with a sudden stop.Operations went to the aircraft and stopped aircraft movement until Vendor got the tug on site and pulled the aircraft to the hangar. Once inside the hangar; the nose area was inspected due to the statements that there was fluid coming out of the nose area. After reviewing; it was the fluid in the lines that was blown out when the emergency brake was pulled and was coming out of the drain only. Inspected the LH and RH gear; no leaks were noted. Opened the MCD (Mode Control Display) and noticed the PWR BRKS CB was not engaged and the anti-skid was in the off position. Technician did not know the CB was popped.




Synopsis: Maintenance Manager reported a brake failure during the taxi back from maintenance engine runs due to popped circuit breakers. The emergency brakes were used to stop the aircraft and it was towed back to the hangar.
Date: 202201
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Night
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X; ZZZ; First Officer leg; source on the right side and flaps 3 takeoff Runway XX. On climb out; ZZZ departure; we were assigned a turn and climb (heading 320/15;000 ft.). Climb profile was normal. Flap retraction was occurring normally with the autopilot engaged. After the flap lever was moved to 0 the speed bug remained below the barber pole but the aircraft accelerated. The aircraft then gave the audible 'high speed' alert. Situation was corrected by assuming control; disengaging the autopilot; increasing pitch and reducing thrust. Maintenance and Dispatch were notified through ACARS and a log book entry was made. Situation briefed and priority handling requested due to 0 flap landing. Taxi to Gate and engine shutdown were also uneventful. Inspection by Maintenance revealed no damage to the aircraft.




Synopsis: Flight crew reported a failure and overspeed of the trailing edge flaps during climb. Crew continued with priority handling to their destination where an inspection by maintenance was made.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 170/175 ER/LR
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: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: The passenger in XXD was sick due to turbulence or other related factors and started to vomit in flight. It caused a mess in the seat area and around the seat. We contacted the Captain to break open the Universal Precaution Kit (UPK). We used the UPK to clean up around the seat and dispose of human waste in the biohazard bag.




Synopsis: Flight Attendant reported opening UPK (Universal Precaution Kit) to clean up and dispose of human waste in the biohazard bag.
Date: 201709
Local time of day: 0601-1200
Location: ZMA.ARTCC, FL
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Cruise; Landing; Takeoff / Launch
Airspace: Class A ZMA; Class E ZMA
ATC / advisory: Center ZMA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight; Routine Inspection
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: Airspace Structure; Weather; Staffing; Human Factors; Company Policy
Primary problem: Company Policy

Narrative: This last week of [weather] has been a nightmare. The first few days nobody had any idea of what was going on and it was total chaos. The planes were afraid to fly and constantly torturing us for information and help. We could give none. I am not going to go into great length here because I could literally write pages. But almost everyday sectors go red and need a tracker. Why? The rest of the center is doing nothing. Doesn't Traffic Management Unit (TMU) have enough time to help us from keeping the sectors from going out of control? The people in the FAA Command Center say we are slowing down the system too much. You cannot ram 40 or 50 airplanes into one sector no matter how big that sector is. No one human can talk to that many airplanes at once. Impossible. And no matter how much we tried to tell the pilots about what to do when they departed it did not seem to help. There was pretty much zero information distribution to the users. They all just hopped in their airplanes and thought Cneter would take care of everything like we always do. Except for the efforts of the controllers in the Ocean Area; it seemed like nobody else cared what was happening as long the planes kept getting through. Like I said; trackers plugged in everywhere. Handoff and Assist positions everywhere. We do not have enough controllers in my area for this. People outside of this building need to get a clue and come down here and watch how totally unsafe this is.




Synopsis: A Center Controller reported their sectors are being overloaded with complex traffic and Traffic Management Units are not doing anything to affect the flow.