elihoole/asrs-aviation-reports huggingface dataset:
Date: 201210
Local time of day: 0001-0600
Location: BWI.Airport, MD
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Aircraft component: INS / IRS / IRU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: During taxi; take-off; climb and cruise; FMC function was normal; but just passing RAVNN Intersection on the RAVNN3 arrival at BWI; with no alert messages; both ADI maps shifted approximately 5 miles to the northwest; and remained 5 miles displaced from our visually confirmed position for the remainder of the flight including during final approach; and while parked at the gate at BWI. IRS monitor showed over 5 miles drift for all three IRS's. The in flight NAV deviation occurred when map shift first occurred after passing RAVNN waypoint. ATC queried us at that time about out track on the STAR; and we were given radar vectors for a visual approach to Runway 15R. There were no traffic conflicts or altitude deviations. Throughout the visual approach; both ADI maps continued to depict the airport as 5 miles northwest of its actual position; and at gate all indications (fix page; latitude/longitude. and drift) continued to show our gate position five miles from actual. Maintenance Control issued an MEL for subsequent flight under Non-RNAV restrictions.


Second narrative: [No Additional information]


Synopsis: B757 flight crew descending into BWI experiences a sudden 5 NM map shift and resultant track deviation that is questioned by ATC. The error is verified visually during approach and again at the gate using the map display; fix page; and the IRS latitude and longitude. The system is MEL'd for the return flight.
Date: 202201
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The flight departed and everything appeared normal; we landed in ZZZZ no issues in the flight deck. Upon arrival at the gate and after we shut the engines down the APU had just finished its start sequence. We were notified that the flight attendants in the aft of the aircraft smelled dirty sock odor on final. About the same moment my nose felt on fire. I shut the APU bleed down immediately. Fortunately we had a very light customer load; so we had mostly deplaned. By the time I left the flight deck the cleaning crew was on the plane. I had them exit as soon as possibly. Out of an abundance of caution for their safety. We opened all normal exits and flight deck window in an effort to vent the plane. After exiting three of the four flight attendants had bad headaches and [name] complained that their esophagus was burning. I had my First Officer [name] call the Tower for medical assistance; and informed [company] personal on the ground we needed medical assistance. Once the GPU was plugged in I shut the APU down. FO (First Officer) and I remained with our inflight crew provided water for them until the medical personal arrived.




Synopsis: A320 Captain reported a fume event characterized as 'dirty socks' upon gate arrival.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Time Pressure; Communication Breakdown; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was training on LCL. There was a line of thunderstorms to east with moderate to extreme precipitation. Runways XXR/XXC/XXL in use. Aircraft X was on an ILS Runway XXR approaching ZZZZZ the final approach fix when he checked on the frequency. I issued traffic to Aircraft X at his two o'clock and 2nm; same altitude moving south toward him type unknown suggest you descend. I then called ZZZ sector and asked him if he was talking to the unidentified aircraft in the Class C and he said negative. I went back to Aircraft X and updated him on the traffic at his one o'clock and 1nm southbound type unknown and Aircraft X reported him in sight. Aircraft X went underneath the unidentified aircraft by about 400 ft. and landed without incident. I asked Aircraft X on arrival what type aircraft it was and he stated some sort of Cessna. Traffic [should be] issued sooner to Aircraft X via the approach sector.




Synopsis: TRACON Controller reported an NMAC occurred between a large transport on final approach and small aircraft which was not in communication with ATC.
Date: 201906
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: B747-800 Advanced
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: Center ZZZZ
Aircraft component: Leading Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On descent into ZZZZ when calling for flap 1 we received a 'Flaps Drive' EICAS message. The expanded flap indicator showed that the inboard and midspan LE flaps were only partially out. We elected to discontinue the approach and attempt to resolve the problem. It was difficult at first for the Controller to understand or respond proactively to the fact that we needed time to work our issue. Once our transition from the approach was accomplished; I had the 2 FO (First Officer) work the problem while I flew the aircraft and continued to deal with the Controller. Throughout the process I had to dictate to the Controller my ATC instructions; including telling the Controller my own holding instructions. The FOs worked the problem with some assistance from [Maintenance]. The non-normal procedure and performance calculations were accomplished and we accomplished a flaps 25 landing per the non-normal checklist uneventfully. There were several instances where we had to speak to the Controller in Spanish to get the Controller to understand our situation; this could create a problem for future crews. For even though 2 of us spoke fluent Spanish it was distracting and confusing at times and added to our workload in this mountainous region.International bodies need to seek a higher standard to language procedures and competency by all involved worldwide.




Synopsis: B747 Captain reported receiving a 'Flaps Drive' EICAS message on arrival as well as communication difficulties with the Spanish-speaking Controller.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Stearman
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During static engine run up; while holding full up elevator; aircraft tail began to rise and aircraft propeller impacted the ground. Aircraft came to rest upright vertically on the propeller hub.




Synopsis: Stearman pilot reported loss of control during engine run up resulting in a propeller ground strike.
Date: 202010
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction
Anomaly: 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: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ATC had given us a series of headings to avoid an active MOA. After the headings; they gave us direct CULAB then DIESL for the DRLLR5 arrival into IAH. I was writing the clearance while the captain put the change in the FMS. I copied the correct clearance (direct CULAB; DEISL then the DRILR5) and the captain input direct CULAB then DIESL for the MSCOT4; our originally assigned arrival. A proper cross check was not applied and the change was CONFIRMED. The MSCOT4 and DRLLR5 are very similar coming from that direction and both start at DIESL so upon looking at the first page of the FMS all seemed correct to me. It was not until later in the arrival were we/nor ATC aware we were on the wrong arrival into IAH until around the SUUNR intersection on the MSCOT4. Proper cross checking was not implemented on the arrival change. We did confirm the route change to CULAB then DIESL. A more thorough cross check of the arrival change would have caught the issue. Neither of us caught it and continued the flight to IAH on the MSCOT4; even fully briefing it. ATC said 'no worries' and left us on the MSCOT4 all the way into IAH.




Synopsis: First Officer reported flying the originally assigned Arrival procedure into IAH after acknowledging an ATC clearance for a different STAR.
Date: 201309
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Night
Aircraft: DA20-C1 Eclipse
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: I went to fly in early evening and did one touch and go in ZZZ; a few at ZZZ1; one in ZZZ2 and one in ZZZ3. The plane had just been released a few hours earlier from Maintenance for a problem to the propeller. After the last touch and go in ZZZ3; I climbed to 3;500 FT MSL and leveled. I was on my way back to ZZZ; when suddenly the engine vibrated for about one second. For safety reasons I decided to climb to 12;000 FT MSL to have as much altitude as possible to glide. The engine after the vibration seemed to work normally; but when I was 8 NM NE of ZZZ still at 12;000 FT MSL; the engine died.I tried to restart it all the way down to the airport in different ways (faithfully following the Checklist; hot start; normal cold start; with and without fuel pump on; mixture rich; leaned and cut-off) but there was no way to restart it. I declared an Emergency on ZZZ Unicom; but there were no one monitoring the frequency. I safely landed in ZZZ on Runway XX and stopped before 'B' T. I tried again on the ground to restart the engine and after three minutes trying; the engine started again. I taxied to the hangar and left the plane in Hangar X the FBO; the day after; changed the propeller; the oil; the oil filter and cleaned all the spark plugs but they didn't find the reason for the shutdown.




Synopsis: A Private Pilot reports the engine on his Diamond DA-20C1 Eclipse aircraft quit suddenly at 12;000 FT MSL after previously experiencing a momentary engine vibration. Emergency declared. Aircraft would not restart until on the ground. FBO Maintenance could not determine cause.
Date: 201708
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On a visual approach to runway 6; approach called to ask the tower to alert us to a low altitude alert. We were in visual conditions approaching the airport off runway centerline. Staying on an IFR approach path would prevent a low altitude condition when in visual conditions.




Synopsis: G-550 First Officer reported receiving a low altitude alert from the Tower while on visual approach.
Date: 201810
Local time of day: 1201-1800
Location: BUR.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Embraer Undifferentiated or Other Model
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E JCF
ATC / advisory: TRACON JCF
Reporter function: First Officer; Pilot Not Flying
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were instructed by ATC as we heard to cross Palmdale (PMD) at 13;000 and continue descend via JANNY 5 Arrival except maintain 8;000. We planned and continued our descent based off crossing Palmdale (PMD) at 13;000. According to ATC once we were notified of the error we had made according to them we were supposed to descend via; then cross Palmdale at 13;000 and continue descending via except maintain 8;000. Between both Pilot in Command and Second in Command we both didn't have doubt of the instructions so for this reason we didn't call ATC to clarify.

Callback: Reporter stated that they had programmed the FMC to cross PMD at 13;000 feet with no restriction at KOPLE; the previous fix; which was the clearance that the crew believed and agreed was issued. KOPLE has a listed mandatory crossing altitude of 14;000 feet on the JANNY 5 Arrival. Reporter stated that the FMC programming; based on their belief of what the actual clearance was; put them approximately 1;500 feet high; or about 15;500 feet MSL; at KOPLE.



Synopsis: Embraer First Officer reported receiving a different clearance than ATC later told them had been issued; thus causing a missed crossing altitude restriction.
Date: 201602
Local time of day: 0601-1200
Location: DTW.Airport, MI
Flight conditions: Marginal
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class B DTW
ATC / advisory: Tower DTW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Human Factors

Narrative: We were assigned a speed of 180 knots to the final approach fix of PAYED for the ILS Z 4L. It's not unusual to be assigned a speed above that which we can be fully configured to the final approach fix while flying an ILS and I made mention of that to the FO when we were shooting this approach in particular. As we approached PAYED; we picked up the airport visually. I was still at flaps 20 and gear up to comply with the speed assignment. Since we broke out of the clouds right at the final approach fix; we stated that we had the visual cues and that visual calls would be made from that point thereby missing my 'Final Approach' call which I had planned to use as my cue to then slow down and continue to configure the aircraft. As we came up on 1700 feet MSL; the RA read under 1000 feet for just a moment and triggered the gear horn. We quickly finished configuring the aircraft and were stabilized by 700 feet AGL and continued the landing.Obviously; the root cause of this event was my inability to configure the aircraft for landing by 1000 feet AGL. Some contributing factors were the weather in that we broke out right at the final approach fix which made me miss my originally planned cue for final configuration and ATC requiring us to keep a speed higher than that which allows us to become fully configured by the final approach fix. I believe that having ATC request a speed above final configuration speed to the final approach fix is very limiting to safety. I understand their need to keep our approaches standard but to do that to the final approach fix is just too tight. On our first flight into the same airport that morning; this same speed request had us very nearly go around as we were below 100 feet AGL when the 757 in front of us finally exited the runway and caused the airplane on approach behind us to go around. With several fixes along an ILS; perhaps to keep approaches as tightly packed as they can; a fix far enough from the final approach fix that allows us to fully configure by that point would be a better option.




Synopsis: CRJ-200 Captain reported flying an unstable approach into DTW. Tight ATC spacing was cited as a contributing factor.
Date: 202001
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: Gate Agent / CSR
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged
Contributing factors: Equipment / Tooling; Human Factors; Procedure
Primary problem: Human Factors

Narrative: My partner was guiding me off of door two left on the aircraft and I noticed the jet bridge was going toward the wing. From my position I could not see the wing; but the bridge seemed to be moving towards it. I stopped the bridge to try to get my partner's attention; but he continued to guide it without making any adjustments to take the bridge away from the engine or wing. A short distance later he stopped my movement and gave me an indication to raise the bridge. After it had been raised; he continued to guide me back. As it was moving back I noticed it was directly over the left engine and I also noticed the engine had a scratch on top of it.




Synopsis: A Gate Agent reported they maneuvered the jet bridge into contact with the engine of the aircraft.