elihoole/asrs-aviation-reports huggingface dataset:
Date: 201502
Local time of day: 0001-0600
Location: L30.TRACON, NV
Light: Night
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAS
ATC / advisory: TRACON L30
Second aircraft: Medium Large Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working LAK/FNL/SAT config 1 which we haven't work in months. I built a hole for aircraft X in front of aircraft Y and left aircraft Y fast too long so the hole was tight. Put aircraft X in the hole cleared aircraft Y to follow.  Separation was insured the whole time.  The tower called my supervisor and asked if she was watching; she said she was and was sitting next to me.  She then told the tower it was going to be fine the controller was fixing it. I reduced aircraft Y to final approach speed and after the next downwind had passed S turned him to the south.  The tower again called down to the sup and said they were taking aircraft X to 19R; she said no and they did it anyway.  Shortly after the mid shift came in and while briefing the controller I said something on the line like; I played chicken with the tower and lost or won.  The tower took offense.




Synopsis: A Las Vegas TRACON Controller describes a situation where he vectors an aircraft in front of another aircraft on final. Tower calls the FLM (Front Line Manager) at L30 and asks if they are watching the final. Tower then elects to move the first aircraft to another runway. The TRACON (Terminal Radar Approach Control Facility) Controller gets relieved by a mid shift Controller and makes a statement about playing chicken with the Tower; which the Tower heard.
Date: 202012
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
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; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Taxi; Pre-flight; In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: ZZZ based Flight Attendant (FA) A was coughing during pre-flight and during the flight commenting about a sinus/cold issues. She accomplished her boarding / pre-departure duties. FA E advised that FA A was feeling ill due to cold; sinus; headache and now running a fever. (unverified) and that the FA A had taken a cabin seat and was attempting to rest. Dispatcher was notified via SATCOM and advised that FA A was feeling ill; running fever and that I was requesting a Manager meet the flight. I inquired if COVID (rapid) testing was available (due to current world events) for FA A upon arrival at ZZZ. Dispatcher respond that ZZZ did not have rapid testing and Customer Service Manager (CSR) would meet the flight. Upon arrival; the flight was met by 2 CSRs and they were briefed. I also spoke with the ZZZ Chief Pilot on the phone; post flight.




Synopsis: Air Carrier Captain reported a Flight Attendant on the crew became ill and there was concern regarding exposure to COVID-19.
Date: 201705
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flying GPS/LPV RWY 13. Misread approach chart and saw alt from IF to FAF as 2000 ft. rather than charted 2400 ft. Approaching FAF tower informed me I was indicating 2000 ft. rather than 2400 ft. Shortly before this at about 2250 ft.; Avidyne IFD 440 had given me a yellow low altitude warning; but I assumed it was in error. Did not get a terrain warning since I remained at least 1200 ft. above terrain/obstacles below or ahead of me. I was tired and too comfortable flying into my home field though it was an approach I had not flown before. I should not have assumed the low altitude warning was an error; and instead rechecked the approach chart immediately. I held 2000 ft. till intercepting the GP (Glide Path).




Synopsis: PA-31 pilot reported descending below the published altitude during a GPS approach due to misreading the chart.
Date: 201709
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: PA-28R Cherokee Arrow All Series
Operating under: Part 91
Mission: Training
Aircraft component: Exhaust Manifold
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Confusion; Troubleshooting; Physiological - Other
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; General Physical Injury / Incapacitation
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: My flight instructor and I were south east of the airport during a cool afternoon. We turned on the cabin heat and almost instantly we could smell exhaust. We turned off the cabin heat and cracked a window for a short while to clear out the smell; however we did leave the heat off for the remainder of the flight.We later decided to work on touch and goes. During the first two laps in the pattern; every time I pulled the throttle idle; we would smell exhaust. We left the window open and decided to call it a night. On the 3rd and final landing of the night; when I pulled the throttle to idle; the smell of exhaust was overwhelming and sickening. We taxied with the door; windows and any source of fresh air open all the way to parking. I wasn't feeling very well when I exited the aircraft so I walked over to the grass and dry heaved for about a minute. My instructor put the plane away; so I went to gather all my stuff. I was confused; felt nauseous as well as just simply felt weird. I ended up going to the hospital later that night to confirm what was making me feel weird. They drew my blood three hours after I got out of the plane and when they gave me my test results back; my blood had 2% carbon monoxide. Turns out there was a tiny exhaust leak (not even 1mm in diameter) in the heating shroud of the aircraft.




Synopsis: A Piper Arrow pilot reported experiencing strong exhaust fumes while flying with an instructor. The flight was safely terminated; however; post flight; the pilot exhibited symptoms of carbon monoxide poisoning.
Date: 201410
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: BAe 125 Series 800
Operating under: Part 91
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft just came out of maintenance. After preflighting the cockpit and ready to obtain a clearance I seemed to notice a mild strange odor. As I was looking around the cockpit to determine the source of the odor the cockpit quickly filled with smoke accompanied by a Baggage Fire light (approx. one minute after the first scent of the odor). I quickly secured the APU and all electrical in the cockpit then evacuated the aircraft Maintenance was right there. I called for a fire extinguisher [and] mechanics responded immediately. Smoke subsided; fire extinguisher was not needed. Maintenance started investigating the cause.




Synopsis: BAE-125-850XP First Officer reported during preflight he noticed smoke and odor along with a baggage fire light. He shut down the APU and evacuated the aircraft.
Date: 201705
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: Marginal
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On descent to LAX at approximately 7000 MSL near CLIFY intersection on the IRNMN 1 Arrival; I saw out of the corner of my left eye at an estimated 1000 ft below and in close proximity what appeared to be a 'toy horse' shaped object which disappeared behind us. I mentioned the event to my First Officer and reported what I saw to SoCal Approach. At that altitude I do not believe it was debris of any kind and it was not balloon shaped. I reported the object to ATC as a possible drone.




Synopsis: A319 Captain reported sighting a possible UAV on descent into LAX in the vicinity of CLIFY intersection.
Date: 201910
Local time of day: 0601-1200
Location: OMN.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower OMN
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I was given instructions to taxi via taxiway E and hold short of Runway 17. I crossed the hold short line and stopped at what I thought was the hold short line about 50 to 75 ft. short of Runway 17. I knew I had to stop short and call tower; but I was focused on a past hold short line that had been painted black it appeared when I got there. The actual hold short line is about 100 ft. earlier and I must have thought it was the IFR hold short because it was an unusual distance from Runway 17. This taxiway is in poor condition; has a lot of grass growing up through it and the hold short yellow is very faded [and] also may have been a factor. I am new to this airport and had not used this taxiway before. I suggest killing the grass growing in the taxiway and fresh yellow paint on the hold short line. I will be more vigilant in the future.




Synopsis: Pilot reported a runway incursion after failing to recognize hold-short line.
Date: 201408
Local time of day: 0001-0600
Location: OUN.Airport, OK
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E OKC
ATC / advisory: TRACON OKC
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Flight Engineer
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After departure Tracon cleared [me] direct to a fix on STAR.  I miss entered the fix on Garmin 430 GPS twice and had to be given vectors until I entered it correctly. This was my first solo flight in this aircraft and my first single pilot operation in a high performance aircraft.  I have many years of airline flying but all in multi-pilot operations. It is important that any pilot who is changing the type of operation they operate in; especially in a new aircraft type get very familiar with the aircraft and systems.  I made several mistakes that day due to lack of familiarity with the navigation systems and autopilot.




Synopsis: Retired airline Captain discovers that single pilot operations in an unfamiliar high performance aircraft can be challenging.
Date: 201601
Location: CRW.TRACON, WV
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Manuals; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Our minimum vectoring altitude (MVA) maps are out of date. We were given a piece of paper with information and said to use that.Ensure some type of quality control exists when changing MVA maps as we are accountable for separation from obstructions. We routinely leave the MVA map on continually because of the complexity of the map.




Synopsis: CRW TRACON Controller reported the minimum vectoring altitude radar display maps are out of date.
Date: 202106
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 MAX 8
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: On short final; we received a 'Too Low Flaps'; I directed a go-around; subsequent landing was uneventful. We discussed what contributed to event and agreed that the lack of depth perception of the flap gauge for the MAX versus the NG gauge made it difficult to synthesize. I now point to the gauge to bring extra attention to the gauge.




Synopsis: B737 MAX 8 Captain reported a Too Low Flaps warning occurred on final approach and conducted a go-around to a successful landing. Reporter stated that differences in viewing the flap position indicator in the MAX and the NG type aircraft contributed to an incorrect flap setting.
Date: 201506
Local time of day: 0601-1200
Location: FNL.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Helicopter
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class E FNL
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Fatigue; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While taking off from hangar area at FNL I crossed the runway in front of an airplane on final approach. I was about 250 feet on climbout when I looked right again saw him. I continued climbing. I believe he was obscured (blended into houses) on his north side. Traffic was landing runway 15.I was taking a checkride so a lot of my attention was focused on that (butterflies in stomach). I had initially lifted out of a confined area of hangars south bound to avoid aircraft on ramp then turned westbound to go to test ride area.[I] had slept in terminal overnight on way to get helicopter. [It took a] day and half to get to FNL. Some fatigue may be a factor. Some static on unicom.




Synopsis: Helicopter pilot reported an NMAC after taking off from FNL when he failed to spot conflicting traffic that was on final for runway 15.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Night
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Recirculation Fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: [We] experienced a 'Burning Electrical Fumes' event in cruise flight. Utilized CRM; and followed standard practices and procedures. Event was stabilized and resolved satisfactorily. A very big concern to me is the fact that this aircraft had four previous maintenance problems with the Lav-Galley fan system and each time the 'fix' was to cycle circuit breakers; and sign the bird back online. This is the same as if a pilot had reset circuit breakers four times for a faulty system which is specifically forbidden. My suggestion is to have a procedure in place that Maintenance Control can use to track these types of events. A second instance of a fault in any electromechanical system should warrant more than a system reset; that is; be treated as if a circuit breaker had popped; which would be indicative of a possible serious electrical problem. This event caused major inconvenience to our passengers and crew. It very well could have had much more terrible results. Another fault in the system; while not specifically safety related; is that there is a communication disconnect in getting information to the departments that need them. Part of our response to an in flight event is to 'team build'. A wrap up communication with Dispatch confirmed that my request to have a 'passenger recovery' team meet the passengers when we landed was forwarded into the system. When we blocked in; over seven hours after the request was made; the station had no idea there was a problem and nothing had been done.


Second narrative: [Narrative #2 had no additional information.]


Synopsis: A B747 flight had a 'Burning Electrical Fumes' event in cruise flight. The incident was successfully resolved in flight partly due to the events recurring nature. The Lav-Galley fan system had been written up four times previously and signed off with circuit breaker resets.
Date: 201512
Local time of day: 1201-1800
Location: IAD.Tower, DC
Flight conditions: IMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were cleared to taxi to Runway 19C and hold short. The First officer (FO) read back both the taxi and the hold short instructions. While at the hold short; the tower asked us to confirm that we were indeed holding short. We confirmed that we were. While waiting for some corporate jets to land; we discussed the fact that it seemed the Tower couldn't see us. He had asked one airplane where he was; and where he was exiting the runway; plus he asked us about holding short. We discussed the fog and that perhaps the tower's visibility was restricted or nil. The ground vis was ok; current weather was reported as: KIAD 21007KT 1SM R01R/P6000FT BR OVC004 05/04 A3007 RMK AO2 SLP183 T00500044.We were instructed to line up and wait; [then] we were cleared for takeoff. The Tower transmitted; '[Company]; let me know when you're rolling.'  Our speed at that time was 120 KIAS; according to the Captain Pilot Flying (PF). (I'm not 100% sure; but I think V1 was around 138K. Our TOGW was about 635K). On climb-out; the Captain and I agreed that as soon as we heard '[Company]' we were expecting a tower-directed abort.  I thought that perhaps because of the heavy fog and apparent lack of visibility; there was a Tenerife-type runway incursion in the making.  All this happened at 120 knots.It was not the best time for the Tower to ask us a relatively routine question. I'm sure the controller has a passing familiarity with how takeoff aborts are conducted in the cockpit; but he probably has no idea of the huge emphasis placed on pilots (at least [Company] pilots) with the go-no go decision; and how incredibly focused and critical everything becomes in the high-speed regime.




Synopsis: B777 First Officer reported the flight crew was distracted at a critical time in the takeoff roll when Tower radioed with a non-essential question.