elihoole/asrs-aviation-reports huggingface dataset:
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Time Pressure; Distraction; Confusion; Workload
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: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb thru approximately 15000 ft Captain PM (Pilot Monitoring) took a call from flight attendant. All operations normal to this point. Lead FA (Flight Attendant) informed Captain that there was a very strong odor; a burning smell; what appeared to be smoke and acrid haze permeating the cabin; especially toward the back of the aircraft. She noted that the smell was very strong and haze was getting worse. Captain questioned if they could identify the location or source and they said no but were looking. Captain decided that best and safest course of action was to [advise ATC] and coordinate [a return to the departure airport]. FO (First Officer) remained flying pilot and worked with ATC to turn aircraft back to [the departure airport]. Captain ran smoke; fire or fumes checklist and spoke again with flight attendants. Passengers were then briefed. Further coordination with ATC; company and maintenance. PM then returned to assist PF (Pilot Flying) in descent and arrival planning and briefing. Final call to FAs PM was informed that smell and haze was dissipating and uneventful overweight landing weight was made. ARFF met aircraft and no hotspots were noted on aircraft. Aircraft was then taxied to gate. No further abnormal events.




Synopsis: B737 Captain reported smoke in the cabin during climbout.
Date: 201909
Local time of day: 1201-1800
Location: ATL.Airport, GA
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ATL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Company Policy

Narrative: While taxiing out at ATL; with taxi light illuminated and aircraft in motion; we were cut off by a (other carrier) baggage cart. The tug had no identifying marks visible; but the aft of the two empty baggage carts was XXXXXX. This action hindered the safe operation of my aircraft; causing us to take appropriate actions to prevent a mishap. Most concerning is that this is a very common occurrence with (other carrier) [ramp workers] in ATL; making it one of the most dangerous ground operations in our system. Once out of the Ramp Area; Ground Control has a great handle on things. This was reported immediately to Atlanta Ground Control.




Synopsis: B737 Captain reported a ground conflict with a tug and baggage carts as they moved through the ramp area.
Date: 201509
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Fan Blade
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I removed and replaced number 20 and number 6 fan blades on left engine of aircraft; and I believe I may have put the wrong blade back into the number 6 position. I had both new and old blades in my box and might have mixed them up.I was speaking to another mechanic and possibly mixed up the blades. [I need] to double check and even triple check serial numbers off parts being installed.




Synopsis: A maintenance technician described the conditions that contributed to the installation of an incorrect fan blade.
Date: 201401
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Dawn
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Magneto/Distributor
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot 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 Issued New Clearance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After I leveled off at 9;000 FT; the engines started running rough. There was knocking and rocking of the airplane. The right CHT [indication] was significantly lower than the [left] one. I cycled the mags; when I got to the right engine left mag off; the right engine nearly quit. I returned back to [the departure airport] without any problems. I did not declare an emergency and [ATC] gave me radar vectors around to final [approach].




Synopsis: The pilot of a Cessna 402 experienced a rough running engine in cruise flight. After cycling the magneto switch; he observed that the right engine had a malfunctioning right magneto; so he elected to return to the departure airport where a successful landing was performed.
Date: 201209
Local time of day: 0001-0600
Location: ZOB.ARTCC, OH
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence; Windshear
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZOB
ATC / advisory: Center ZOB
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: Filed IFR to ROA 10;000 FT MSL.  Encountered clouds with turbulence and rapid build-ups.  Thunderstorms reported ahead and airlines being diverted.  Wholly inadequate weather support on board.  While in contact with Flightwatch; deviated from course in attempt to escape immediate peril and failed to notify Cleveland Center in time.  Experienced precession errors too.  Also; altitude excursions of approximately 500 FT.  After course reversal due to turbulence and shear returned to base.  Now investing in more sophisticated weather instrumentation and services. (Enough discomfort -- time to write a check.)




Synopsis: PA28 pilot on IFR flight plan at 10;000 FT reports encountering thunderstorms and turbulence. A course reversal is initiated prior to advising Center and several altitude deviations occur.
Date: 201301
Local time of day: 1801-2400
Location: ATL.Airport, GA
Flight conditions: VMC
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B ATL
ATC / advisory: Tower ATL
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure; Weather
Primary problem: Weather

Narrative: After takeoff on 26L at ATL on a RMBLN 7 RNAV SID the Tower called and asked 'you are in a right turn; correct?' I said that we were on the RMBLN 7. The Tower Controller said to turn right to 300 degrees; which we immediately did. Just prior to the turn I noticed that the north wind had blown us slightly south of the magenta line. The wind was out of the north at 55 KTS. We maintained the 300 heading as we switched to Departure. Departure asked if we saw the traffic at 10 o'clock. We did; and told him so. It was an RJ; turning away from us. The Controller said to maintain visual contact. He then asked if we had difficulty on the RMBLN7. I assumed that this was his way of asking me why we were on a heading. I replied that the north wind had caused a southerly drift; and hence the 300 heading. He then cleared us direct to RMBLN.We should always engage the autopilot on RNAV SIDs. If the Tower was concerned about a conflict; I would have appreciated an immediate instruction to correct; rather than start the conversation with a question (which wasted a few seconds before the correction was issued).


Second narrative: After takeoff in NAV TRK mode; the flight director and CDI were all showing on course on the initial 275 heading. Tower asked if we were in a right turn. The turn to the 288 course to SNUFY was depicted on the map as still ahead of us and we had not yet reached that point on the departure. Tower turned us to a heading of 300 and switched us to Departure. Departure asked if we had trouble flying to SNUFY. According to all the indications in the cockpit we were on course on the departure and not even to the point to make the right turn to SNUFY. As far as we were concerned; we never deviated from the RNAV SID track.


Synopsis: The Tower was alarmed and issued a heading to an MD-80 departing 26L at ATL on the RMBLN RNAV SID when they drifted south immediately after takeoff while flying the charted 275 heading with the winds out of the North at 55 KTS.
Date: 202103
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Airspeed Indicator
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 Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the First Officer and the pilot monitoring. We were cleared to descend via the ZZZZZX. Approaching FL200 on the descent; I noticed my airspeed start to decrease rapidly without any change in airplane thrust or pitch. I called out 'airspeed' while inspecting the standby and Captain's airspeed indicator. We called unreliable airspeed and started the QRC (Quick Reference Checklist). We followed the QRC followed by the QRH (Quick Reference Handbook). We were able to confirm that the Captain's airspeed indicator was accurate based on the pitch and power settings and correlating with the standby airspeed indicator. The QRH instructed us to reengage the autopilot and change the ALT SOURCE selector to the Captain's side. This allowed my airspeed indicator to correspond with the Captain's and standby airspeed indicator. After we dictated which airspeed was accurate; ATC had given a heading and altitude to continue into ZZZ. I completed the QRH checklist for Unreliable Airspeed but kept the unreliable airspeed tables open to make sure the pitch and power settings correlated with our speed. We continued to fly the ILS approach into ZZZ without any further incident. The Captain notified Maintenance and Dispatch once we were blocked in and the door open. We were unable to conclude the cause that created the unreliable airspeed situation. But; I will become more familiar with the airspeed unreliable checklist and table so that I may refer to it and utilize it more efficiently in the event of another similar occurrence.




Synopsis: B737-800 First Officer reported unreliable airspeed indications on Captain's side during arrival descent.
Date: 201508
Local time of day: 1201-1800
Location: MTJ.Airport, CO
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: We encountered severe turbulence last about 5 seconds in clouds while deviating around thunderstorms. The radar was on and operational but was not painting strong echoes on our current flight path. The turbulence was immediate (went from very light to severe instantaneously). The aircraft initially rolled about 25 degrees to the left and lost about 200 feet. The auto pilot and auto throttles self-disconnected. The command bars disappeared from view. The First Officer (PF) manually rolled the wings level and climbed back to altitude. After the turbulence subsided the flight directors; auto throttle and auto pilot were re-engaged. The seat belt sign was on and according to the flight attendants all passengers were seated at the occurrence time. The flight attendants took their seats immediately. I made a re-enforcing PA to the passengers to adhere to the seatbelt sign. Once the aircraft was back under control with the auto pilot on I called the lead FA to make sure everyone was ok. She verified all FAs were ok and not injured. I asked about passenger injuries. She said she'd check and get back to me. One passenger had spilled hot water on her hand and fingers. The flight attendants administered ice and Neosporin. I made a severe turbulence PIREP to ATC and they asked about damage or injuries. I stated no apparent damage and one passenger injury including the extent. I contacted dispatch regarding the turbulence and passenger injury and dispatch made arrangements for paramedics to meet the flight. A severe turbulence write up was entered in the logbook and sent via ACARS to Maintenance Control. I communicated with the Duty Manager via ACARS as well.




Synopsis: B737 Captain reported encountering severe turbulence at FL350 while deviating around thunderstorms.
Date: 201603
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Tablet
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: We didn't receive a handoff from one ATC to another. We were receiving ATC just fine and also listening to chatters to other aircrafts. Guard was also monitored on comm2. All of a sudden; we can only hear aircraft transmit and no reply from ATAC (sounds like talking to themselves). That's a sign for us. We determined we were forgotten; and need to talk to the next ATC. The first frequency we tried just handed us off to the correct frequency. Eventually; we were talking to the right center and proceeded without incident.  We were monitoring guard at all time. No one or other aircraft tried to call us on guard.Distraction was a major component. We just received a new iPad tray on the window mount. It was protruding lower into the elbow area when hand flying. We were discussing how to prop it higher to get it out of the way. When hand flying while turning the yoke; the new mount definitely gets in the way




Synopsis: A B737 First Officer reported the distraction caused by a newly issued iPad window tray mount protruding low into his elbow area while hand flying.
Date: 201911
Location: ZZZ.Airport, US
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
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Other Person
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Found a battery with unprotected terminals in the shipment. Also no special provision noted on the AWB for shipping batteries.




Synopsis: Ramp employee reported finding a battery in the cargo compartment with unprotected terminals and no required hazmat documentation for air transport.
Date: 201311
Local time of day: 1201-1800
Location: LMT.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Fighter
Operator: Military
Flight plan: IFR
Mission: Other Military
Flight phase: Final Approach
Airspace: Class E ZSE
ATC / advisory: Center ZSE; Tower LMT
Second aircraft: Helicopter
Reporter organization: Military
Reporter function: Other / Unknown
Human factors: Time Pressure; Distraction; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related; Weather; Procedure
Primary problem: Procedure

Narrative: A military aircraft flying the ILS to LMT Runway 32 (IFR flight plan in IMC) began descending on the glidepath and as he broke out of the weather; visually acquired a blue and white helicopter. The pilot aggressively maneuvered away from the helo and prevented not only the loss of life of all the aircrew; but the associated danger of having a fighter and a helo crash into the surrounding city. The Control Tower was in two radio communication with the helicopter (I was monitoring the Local Control frequency) and the Radar Control facility had previously pointed out 'light civil traffic' to the fighter pilot prior to telling him to contact Tower. The fighter pilot (with an instructor in his backseat) used his onboard radar to try to locate the traffic. The fighter pilot locked the helo just as he broke out of the weather and simultaneously found the traffic visually. Despite very low airspeed associated with the final portion of an instrument approach (around 200 KIAS) he was able to aggressively push his jet toward the ground in order to avoid a collision and passed within a few hundred feet of the traffic. The helo was one mile outside of Class D airspace and the Tower simply said 'he was legal.' Although technically accurate; the point is that both Seattle Center and the Tower saw the helo and did not positively de-conflict the IFR traffic from a very real conflict. The fact that the helo was one mile outside the Class D would not have been of much comfort to the public if burning wreckage had fallen on them. In the interest of safety; I recommend adding extensions to the Class D airspace 2 additional miles along the approach courses of the instrument Runway 14-32 in order to ensure protection of IFR traffic operating to and from the airport.




Synopsis: An IMC Fighter on final to LMT Runway 32 was advised about VFR helicopter traffic on final but did not detect the aircraft visually until clear of clouds then flew beneath the helicopter while avoiding it.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: Engine oil pressure maxed out during flight. Requested ATC to direct me to nearest airport. ATC sent me to ZZZ1. I landed safely. In light of this event; I believe the FAA should not exempt club aircraft from the same maintenance schedules required by training/school aircraft. A law should be implemented that aircraft for rent; for example; through a club; should require the exact same maintenance requirements as training/school aircraft. In talking with the owner of the plane; owner and his son both knew there was an engine oil pressure [gauge] issue; but allowed me to rent his plane and fly it. I noticed [gauge] was slightly high during run-up. The needle went full deflection after reaching cruise. I believe this situation could have been avoided if the [club] came down harder on aircraft owners to maintain their planes. It should be mandated to impose stricter maintenance schedules on club planes for rent. The airplane owners in the club have very little incentive to spend the money to keep the planes properly maintained; beyond the annual inspections. Pilots suffer due to owner thriftiness.




Synopsis: Single pilot reported that engine oil pressure exceeded operating limits resulting in a divert and successful precautionary landing.