elihoole/asrs-aviation-reports huggingface dataset:
Date: 201211
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Aircraft: MD-83
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: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Human-Machine Interface; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending approximately 15 miles east of destination through 6;000 MSL the A/P [Autopilot] and A/T [Autothrottles] disconnected. Master Caution 'Yaw Damp Inoperative' and 'Mach Trim Inoperative' messages illuminated on the EOAP [Electrical Overhead Annunciator Panel]. Both Nav Displays showed MAP FAIL and both Flight Directors went out of view. Both FMAs went to test mode and the A/P MCP went blank. The MCDUs showed GNS [Garmin Navigation System] FAIL. The Airspeed indicator and Altimeter appeared unaffected. Airspeed was later cross referenced with a request to ATC for indicated groundspeed and appeared to be consistent with what was presented on the instrument. No groundspeed was available on cockpit instruments. I took manual control of the aircraft while the First Officer searched the QRH for a relevant checklist. At this time ATC was giving vectors to avoid our destination's Class B airspace and as we had not yet verified that we had good heading information. Given the procedure for referencing the STBY Compass; I elected to declare an emergency. As we descended below the cloud bases; familiar landmarks were referenced and we were able to ascertain that we had good heading information from the RMIs. After a short discussion that it had to be coming from somewhere and given the lack of guidance from the QRH; we switched to DFGC [Digital Flight Guidance Computer] 2 and everything but the Captain's FD [Flight Director] started working. Placing the F/D selector switch to 'BOTH ON 2' gave F/D indications on the Captain's EADI [Electronic Attitude Direction Indicator]. We advised ATC that we had our instruments back and were vectored to the ILS. The approach and landing were uneventful. On the ground; reports were made to Local Maintenance and Dispatch. Messages were left with the Duty Pilot and Maintenance Control.




Synopsis: An MD-83 flight crew tangled with multiple Nav system failures as they descended near their destination. With assistance from ATC they were able to recover adequate navigation and attitude reference to complete their arrival.
Date: 202010
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Workload; Troubleshooting; Time Pressure; Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Fuel Issue
Detector: Person Other Person
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Staffing; Procedure; Human Factors; Airspace Structure; Company Policy; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Aircraft X released by previous shift Dispatcher ZZZZ-ZZZ as a re-release flight plan as is normal.  After I took over and flight had been in air for several hours over mid-Ocean; we received a no-notice NOTAM advising that ZZZ Center was going to be closing from XA:30z-XC:00z for COVID cleaning.  Aircraft X planned right through that airspace during that time frame (release prepared well before NOTAM was ever issued or any notice was received). Spoke with both ZZZ Center watch desk who stated that absolutely no traffic would be allowed through; no matter when they departed and if they didn't have enough fuel to go-around; they would have to land.  Attempted multiple different routings around ZZZ [Center] airspace but not enough to circumnavigate.  Consequently; flight had to divert to ZZZ1 for fuel.This was caused by ZZZ Center failing to provide notice of a closure in a timely manner as other centers have done when they have needed to close.  Also at issue is why it requires shutting down the entire facility while someone sprays disinfectant.  Absolutely no reason why Controller stations can't be shut down a few at a time to enable continued; if limited operation rather than a total shutdown.FAA needs to establish contingency plans for each center to remain open for at least a minimal level of service during COVID cleanings.  As an essential safety function; it is unacceptable for them to just decide to go ATC zero when planes are already in the air.




Synopsis: Dispatcher reported late notice for a Center to be closed for COVID cleaning; which resulted in a divert.
Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class E ZZZ
Second aircraft: Extra 200/300 Series
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Not Flying; Instructor
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flying to the south climbing from 4300 FT to 6500 FT behind company archer aircraft maintaining visual separation. Archer ahead stopped climb at 5500 feet and we continued to climb to 6500 to pass Archer overhead; making our intentions known to the Archer aircraft. While climbing through 6;000 FT we received a traffic alert for traffic on our right from our TCAS system. This contact was not previously shown on TCAS until the alert was made. TCAS showed the traffic was 300 FT below and climbing on an eastbound heading. Instructor pilot raised wing to be more visible while looking for traffic. Traffic passed in front of us at approximately the same altitude and about 500 FT ahead. Visual contact was made with the aircraft when it was at the one to two o'clock position. Instructor made climbing right turn to avoid traffic.  No radio calls had been made by this aircraft before or after the incident. In relation to the company Archer traffic which we were overflying; this aircraft flew in close proximity to the both of us and directly in between us.


Second narrative: Our flight school was informed of a near midair occurring on the date and time given by another flight school in the local area. The description of the aircraft and incident provided by the other flight school narrowed the incident down to one of two aircraft operated by our flight school; one of which I was flying. Evasive action was taken by the other aircraft after receiving a traffic advisory on his TCAS. No evasive action was taken by our aircraft as our pilot did not see the other aircraft. Our flight school uses this airspace for training and the other uses it for transit to their training areas. Both flight schools are aware of the presence of the other in this airspace. Safety officers from both organizations are working together to mitigate this risk.


Synopsis: DA40 crew received a TCAS alert and took evasive action to avoid an Extra-300.
Date: 201203
Local time of day: 0001-0600
Location: LAX.Airport, CA
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp LAX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Taxi
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Received final weights then received message saying 'final weights not valid; new weights to follow.' We received updated weights and input the new numbers as per SOP. We were informed the next day that the [passenger] count may have been incorrect. [We] flew flight without incident.




Synopsis: Prior to takeoff an A320 flight crew received a second final weight check after a notification their first manifest was in error.
Date: 201212
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 7
Light: Daylight
Aircraft: McDonnell Douglas Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Cruise
ATC / advisory: Tower ZZZ
Aircraft component: Helicopter Control Systems
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were transporting a patient from [one] hospital to [another] hospital. We were in cruise flight at 2;000 FT and 140 KIAS. The aircraft began to experience a one to one vertical vibration and I felt feedback in the cyclic. I was abeam [airport] so I called Tower; declared an emergency; and executed a roll-on landing to Runway 18 without incident.We contacted our communication center; informed them of the situation; and they dispatched a unit to pick-up the patient. Maintenance arrived and upon inspection it was discovered that the lower bearing on the black pitch change link failed and came unstaked from the rod end.




Synopsis: Pilot of a medical helicopter noted a vibration in the cyclic during cruise flight; diverted and performed a roll-on landing at an airport. Pitch change link had failed.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Clear; 10
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Supplemental Landing Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On landing rollout left main gear collapsed. There were no injuries or damage to aircraft.

Callback: The reporter confirmed the aircraft was equipped with amphibious floats and supplemental landing gear. Prior to landing the pilot observed a gear down indication and there is no reason to believe that all of the gear had not extended. It appears that the left main (aft) gear collapsed during the landing rollout for unknown reasons. The cause is under investigation.



Synopsis: The pilot of an amphibious aircraft reported the collapse of the left main supplemental landing gear during landing rollout.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: At level cruise we received a call from our #1 FA that we had an incident in the cabin with a non-compliant passenger. The passenger had a coach seat assignment but had taken a seat in a main cabin extra row. Our #1 FA asked him to move back into an unoccupied seat a few rows back. The passenger got verbally abusive and made physical threats peppered with loud obscene language. Our FAs did not feel safe and specifically because of the physical threats. Over the years I have learned to trust our FAs when it comes to passenger relations. Every time they've flagged a passenger as a potential problem they are almost always correct and the passenger becomes a worse problem airborne. Flying during the COVID pandemic has been stressful; and I believe that may have been a factor. Interacting with masked people is a barrier to clear communication and misunderstandings can easily flare up into confrontations. That being said; our co-workers deserve to be treated with respect and verbal/physical threats will not be tolerated.We have a lot more new customers flying these days due to the decreased fare prices. Customers who have never flown before are unfamiliar with societal rules we crew members take for granted. This can lead to misunderstandings and inappropriate confrontations. Perhaps a simple video guide for new customers to watch before boarding would address passenger expectations? As a long time airline employee it can be difficult to remember how strange the airport/airline environment is to new customers. We should welcome new customers and accommodate their need for information to manage their expectations.




Synopsis: Air carrier Captain reported having non-compliant passenger.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 91
Flight plan: VFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent into ZZZ below 16000 ft there was a strong cigarette smoke like smell coming from a unknown source. No smoke was visible. The smell came and went throughout the descent approach and landing. It dissipated upon block in. Priority handling was requested from ATC as a precaution.




Synopsis: B767 Captain reported 'strong cigarette smoke-like' odor during initial approach for landing.
Date: 201307
Local time of day: 0001-0600
Location: EVV.Airport, IN
Aircraft: Skyhawk 172/Cutlass 172
Operator: Corporate
Operating under: Part 91
Flight phase: Taxi
ATC / advisory: Tower EVV
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Over the last few days I have witnessed several aircraft attempt to turn onto a currently published; but closed (reopened in new location) taxiway. I received a phone call from a pilot who; among other things; said he had taken the closed taxiway ('G') to exit Runway 18/36 to the ramp. Also somewhat linked; a new 'island' of taxiway lights has been installed on the non-movement portion of the ramp. This has resulted in several pilots attempting to pass between these lights to get to a parking area by the FBO. Please share this information. The purpose of a NOTAM is to amend currently published data about a facility. A currently published taxiway has been moved (a new one built). There is currently no way for a pilot to know that this situation exists. Until the old taxiway is demolished and airport diagrams updated; I believe a NOTAM could help pilots be aware of the new configuration of the airfield. For the taxiway lights on the ramp; I recommend in-pavement lighting to prevent aircraft damage and closer spacing between taxiway lights to better define the area.




Synopsis: EVV Controller voiced concern regarding the absence of a NOTAM clarifying the status of taxiways and their usability.
Date: 201706
Local time of day: 1801-2400
Location: BOS.Airport, MA
Flight conditions: IMC
Weather elements / visibility: Rain; Fog; 1
Light: Night
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class B BOS
ATC / advisory: TRACON A90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Weather; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: [While] being vectored for the ILS Runway 15R BOS; cleared from 4000 ft to 3000 ft. Encountered windshear/wake turbulence and aircraft lost 700 ft. ATC queried altitude and [I] leveled back to 3000 ft.




Synopsis: C402 pilot reported encountering wake turbulence and/or windshear on approach to BOS that resulted in a loss of 700 ft.
Date: 201209
Local time of day: 0001-0600
Location: LEW.Airport, ME
Flight conditions: VMC
Light: Night
Aircraft: A109 All Series
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class G LEW
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I fly single pilot NVG Helicopter.... A new white strobe has been installed on a tower that is a problem to our NVG operations. The strobe is so bright it causes distraction during all phases of flight in the area. It is located one mile east of LEW on the hilltop next to a normal red light antenna. When it is bad weather with high moisture; our NVG will really be adversely affected. Can this be changed for us or put on a day time only sensor?

Callback: Reporter stated that he contacted the persons responsible for the tower and found that the day/night sensor on the strobe had been malfunctioning and was repaired. The white strobe no longer operates at night.



Synopsis: Helicopter pilot reported that a newly installed white strobe light on a tower near LEW airport is so bright that it has an adverse affect on Night Vision Goggle (NVG) operations in the area.
Date: 201905
Local time of day: 1201-1800
Location: DEN.Airport, CO
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: On KOHOE 3 Arrival; descend via clearance; initially controller said delete speed restrictions; then said maintain 280 knots with no fix limit on the speed. We were given; 'expect RNAV Z Runway 35R.' The start of the RNAV is at DOGGG (11;000'/MAX 210 KIAS). Around DHATT we entered light turbulence. Because we needed to lose a minimum of 70 knots; we started slowing and descending (energy management). At 260 knots the controller asked our speed and we told him. The controller reminded us of the 280 knots and to advise him if the ride required a slower speed. We were able to configure in time and the approach and landing was uneventful.




Synopsis: B737-800 Captain reported slowing below an ATC-assigned speed on arrival into DEN.
Date: 202101
Local time of day: 0001-0600
Aircraft: Cessna Citation Mustang (C510)
Operator: Personal
Mission: Passenger
Flight phase: Cruise
Aircraft component: Generator Drive
Component problem: Failed
Reporter organization: Personal
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Crew reported the right generator fell offline. They started a descent into ZZZ and the engine started vibrating. The crew elected to keep the engine running (per checklist) due to the weather and winds at ZZZ. The gear box was cracked at the starter pad area and the starter broke off of the engine with the shear point failing to break.  The starter generator was subject to a recommended service letter from Cessna SL510-80-02.  It does not require replacement of the generator. It recommends it due to some prematurely failed starter generators. Cessna informed; that although a 'handful' of the Mod level A;B; or C starter generators did not make it to their 1500 hr overhaul limit. Only one had a failure of this magnitude. In my mind if this was a possibility none of these lower mod level starters should be in service. The starter/gen had approx 300 hours left before overhaul and gave no prior signs of failure i.e. bearing 'dust' on the cowling.




Synopsis: Aircraft Maintenance Technician reported starter generator failed inflight.