elihoole/asrs-aviation-reports huggingface dataset:
Date: 202103
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ; Tower ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [This is] the same aircraft we took in to ZZZ and landed with MAIN PITCH TRIM INOP.  Upon landing; the FO thought he smelled an odor. During taxi; we both started to smell a roasting burning smell. We turned off pack 1 and it dissipated. When we arrived at the ramp; I smelled another burning smell. We turned off pack 2 and it went away again.  After troubleshooting with maintenance; we could not get it to reproduce. Captain recommended replacement all packs and ductwork or investigate more into why a burning smell is such a common issue.




Synopsis: EMB-145 LR flight crew reported a burning smell event upon landing and taxi-in; which dissipated when the Pack 1 was turned off. Maintenance action was assigned.
Date: 201206
Local time of day: 0601-1200
Location: CDW.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D CDW
ATC / advisory: Tower CDW
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on an IFR flight plan to Caldwell; NJ (CDW). The airport was in sight and I had received clearance for the visual approach to Runway 4. I was handed off to Caldwell Tower and was instructed to fly straight in to Runway 4 and report 4 mile final. I was descending to pattern altitude at a relatively slow rate of descent (around 300 FPM) and inside 10 miles from the field. Pattern altitude is 1;200 FT MSL. At around 2;000 FT MSL I received a low altitude alert from the Tower Controller. I was constantly in visual contact with the terrain which did not appear to be unsafe. I am aware that the terrain southwest of the field is somewhat higher than field elevation but I was in visual contact with the approach end of the runway and with the ground below me. I then arrested my descent and continued my approach. Distracted by the Tower's communication and by my wife asking what that was all about; I remained high and then had to make a greater than average final descent to land. The Mooney is somewhat hard to slow down especially in a descent so I try to get to pattern altitude by 3 to 4 miles from the field. In the future I will probably load the GPS approach so as to get safe glide slope information even on a visual approach.




Synopsis: A Mooney M20J pilot reported getting a low altitude alert from the CDW Tower on visual approach to Runway 4.
Date: 201309
Local time of day: 1801-2400
Location: ZAN.ARTCC, AK
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZAN
ATC / advisory: Center ZAN
Aircraft component: Aero Charts
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Troubleshooting; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Manuals; Company Policy; Chart Or Publication
Primary problem: Procedure

Narrative: Each aircraft has a flight kit for the Captain and one for the First Officer containing our company manuals; Aircraft manuals and Charts. As per our procedure part of our preflight is to check the revision card in each flight kit against those printed on our release to verify each kit is current. This was accomplished and both kits were up to date. For departure I took out my departure airport charts as well as all appropriate en-route charts. Two hours into the flight the Captain asked what charts I had for Alaska. I did not have our destination airport and neither did he. After combing through all charts to see if Anchorage was misplaced we then realized we did not have a single plate for our destination airport even though our other Alaskan charts had been updated just as recently as August 13. I went into the FMC and retrieved all the information available for the three ILS's as well as VOR information and runway length. I also used my Alaska/Canada high chart as well as my Alaska Low chart for all communication information. The Captain used the SAT phone to call the company and verify that our destination current and forecast weather was to remain VFR. He also had the Dispatcher read all pertinent information for each ILS; confirming frequencies; inbound course; missed approach procedure; MSA's etc. As the weather at our destination was VFR and forecast to stay so we decided to continue. The flight was completed without incident.




Synopsis: A flight crew discovered enroute that all ZAN approach and airport charts were removed from their respective flight kits even though preflight checks indicated both kits onboard were current.
Date: 201710
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Conflict Airborne Conflict; Conflict NMAC
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared from ARCHI to PONKE to intercept 28L final approach course. ATC said there was a 737 at 3 o'clock for 28R. Did not see that airplane. ATC said the 737 has us in sight. We continued. I saw the TCAS of the 737 coming towards us; but did not see the airplane visually; I thought from looking at TCAS he was behind our right wing. The TCAS rapidly went from 500 ft difference to 400; 300; 200 we initiated the RA as soon as we heard it. I saw the TCAS as low as a 100 foot differential but did not see the airplane until they were banking away from us and we were on the Go around. First Officer said that he could make out the pilot! Thank you TCAS for getting me out of there before they hit us.


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


Synopsis: Air Carrier Crew reported a NMAC on approach to SFO runway 28L with an airliner on visual approach to runway 28R.
Date: 202103
Local time of day: 0601-1200
Location: HOU.Airport, TX
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower HOU
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: This is a General Safety concern. No faults were committed by myself or the Captain. HOU ATC is constantly running 1 frequency to work Tower and Ground Control. This is causing an unsafe level of radio congestion. We could not get a push call in without blocking other aircraft or being blocked ourselves. Finally; once pushed; we had difficulty obtaining a taxi clearance. We finally were told to taxi and hold short of 13L. As we were holding short; we noted several aircraft attempting to push; taxi to and from runways; and obtain landing clearances. We noticed one corporate aircraft that could not obtain a landing clearance until short final; despite multiple attempts on their part; with no answer from Tower.HOU is a complex airport with multiple crossing runways; multiple taxi routes utilized; while also crossing runways. HOU ATC has been utilizing a single Controller for Ground and Tower Ops for most of the last 12 months; since the start of the slow down in air traffic. While this may have worked in the early days of this pandemic; it has turned into its own form of danger as air traffic has steadily increased; especially with the onset of Spring Break travel.I believe I am not alone in my concern that this could cause a serious incident at HOU; as there is no way a single Controller can safely manage traffic on the ground and in the air. I have been to far less complex; and less busy airports that utilize designated Ground and Tower Controllers. Please see to it; that this is not allowed to continue any longer. It poses a danger to our aircraft and our customers.




Synopsis: Air carrier First Officer reported not being able to communicate with ATC due to Controller working Tower and Ground Control combined at HOU airport.
Date: 201907
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Human factors: Time Pressure; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Observer
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I observed a mechanic possibly install wrong parts in order to save time on a live flight that maintenance was being performed on. The mechanic was [Mechanic]. The log page is xxxxxxx. After an hour of trying to find the correct fasteners with a team of three mechanics; I find it hard to believe [Mechanic] was able to just bring and install the correct fasteners in a matter of minutes. I suspect [Mechanic] just installed what most likely would fit.




Synopsis: Reporter observed a mechanic possibly install incorrect parts on airplane.
Date: 201211
Local time of day: 1801-2400
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Night
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Descent
Airspace: Class B BOS
ATC / advisory: TRACON A90
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: During descent into BOS; numerous delay vectors and speed reductions were assigned by ATC. We were sequenced behind an Airbus with approximately 8 - 10 miles separation during the arrival. While descending through approximately 8;000 FT MSL; autopilot engaged; airspeed below 250 KTS; we experienced wake turbulence presumably from the Airbus ahead of us. We experienced an arrested descent; sudden abrupt roll to the right and left; followed by an increased descent; sudden abrupt roll to the right and left; followed by several abrupt bumps. The entire event was approximately 5 seconds. One passenger reported their neck and back was injured after parking on general aviation ramp. Medical attention was offered but passenger refused the offer. Passengers were not wearing seat belts during this event though the seat belt sign was on prior to the incident. There should be some legal enforcement for a Part 91 flight requiring passenger to comply with signs; and crew member instruction like a Part 135/121 flight operation.


Second narrative: As we descended through approximately 8;000 FT; autopilot engaged; our airspeed began to slow below 250 KTS. I began to make an adjustment and we entered an area of turbulence. We experienced an arrested descent; followed by an increased descent and a bank to the right of approximately 15 degrees. This was followed by 3 short 'vertical bumps' and a bank to the left of approximately 10 degrees. The entire encounter lasted between 3 and 5 seconds. The turbulence was never more than what I would characterize as moderate. I think it was probably wake turbulence from the Airbus.


Synopsis: CE-750 flight crew reported wake vortex encounter on arrival into BOS in trail of an Airbus. Aircraft rolled in response and one passenger; not wearing a seatbelt; reported back and neck pain.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Jetstar 1329 (C140)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: The Captain leaves flight station to go the lavatory. FO flying. For unknown reason; autopilot disconnects when captain is in the back of the cabin. FO does recover from unusual attitude when he receives airplane attitude nose low and left bank 45 degrees. Captain back to flight station; FO calls Center and advises of situation. Airplane is then hand-flown to resume altitude and route. AP is checked and reengaged and monitored closely until the end of the flight. No other discrepancies or autopilot problem were encountered thereafter. Aircraft lost approximately 3;000 feet in the process. During and prior to the event; the Captain had left the flight deck and FO was flying (monitoring Autopilot coupled flight at FL360) and programming the FMS when the autopilot disconnected and the aircraft rolled off into a diving left banked descend; losing 3;000 feet before the FO could recover. In retrospect; FO should have delayed diverting attention to the FMS until both pilots were at the flight station. A normal recovery from the unusual attitude was made and reported to ATC.




Synopsis: Jetstar First Officer experienced an unnoticed autopilot disconnect at FL360 with the Captain in the lavatory. The aircraft is recovered from a 45 degree bank at FL330 and ATC is advised. The autopilot is reengaged and functions normally for the remainder of the flight.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; 1
Light: Night
Aircraft: Citation II S2/Bravo (C550)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During our taxi from the south ramp to [Runway] 16R; all checklist items were performed and all indications were normal. The takeoff roll and rotation were all normal. Moments after the gear came up; we lost our right engine indicated by a yaw sensation. With what seemed like 10-15 seconds; we started to get annunciators indicating the loss of the right engine. Soon after completing the emergency checklist procedures; we declared an emergency and requested to continue to our destination where the weather was better. We attempted a restart on the failed engine to no avail.Our landing was uneventful; with the exception of all the emergency vehicles. After shutdown and exiting the airplane; we noticed fuel leaking out of the right engine cowling. The next morning the right lower cowl was removed by Maintenance who found two bolt heads; safety wired together; that had sheared off from the fuel transmitter housing.ATC performed with the highest level of professionalism and were greatly appreciated by this flight crew.




Synopsis: A C550 flight crew suffered a right engine failure shortly after takeoff. After securing the engine and declaring an emergency they elected to continue to their destination a short distance away due to better weather and facilities.
Date: 201907
Local time of day: 0601-1200
Location: LTAA.ARTCC, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center LTAA
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: Briefed by on duty pilots with following information: XA18Z ADS-B OUT L; XA33Z NAV UNABLE RNP; XA35Z VOR UPDATE ON; XA49Z GPS normal. Event (GPS jamming) began at location N37 58.9 E042 24.3 near OTKEP FL330 (near Turkey/Iraq border). Event ended at 35nm north of SOBIL. Recommend avoiding this airspace.




Synopsis: Air carrier Captain reported experiencing GPS signal disruption flying near the Iraq/Turkey border.
Date: 201311
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cargo Compartment Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise flight at 16;000 FT; the flight crew noticed the SMOKE Warning flickering. This occurred for about 10 seconds. During this time we initiated the necessary memory action items; declared an emergency with ATC and began the diversion to the nearest suitable airport. We ran the appropriate emergency checklist and were notified by the Flight Attendant that there was no smoke or fire in the cargo compartment. We continued the diversion; contacted operations and landed without incident. The Contract Mechanic who came to inspect the issue said the Number 1 baggage smoke sensor cannon plug had become loose which caused the flickering of the smoke warning.




Synopsis: DHC 8-200 Captain experiences a flickering smoke warning at 16;000 FT. The crew elects to divert to the nearest suitable airport after declaring an emergency. During descent the Flight Attendant reports that there is no smoke in the baggage compartment; but the diversion is continued. A loose smoke detector cannon plug is found to be the cause.