elihoole/asrs-aviation-reports huggingface dataset:
Date: 201905
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The cabin had a smell coming out of the forward galley. It smelled like marijuana at first then the second smell was stronger and smelled like a dead skunk. The flight attendants started to inquire about the smell; soon after the Captain called and stated that he also smelled the dirty smell; he was not comfortable flying with the smell. We returned to the gate; passengers were deplaned [and] the flight was cancelled as a result. However; we were on a ground delay due to bad weather; we never had the opportunity to take off.




Synopsis: EMB-190 Flight Attendant reported a foul odor in the passenger cabin during taxi. Captain reported smell also in cockpit and decided to return to gate for Maintenance.
Date: 201902
Local time of day: 0601-1200
Location: BFI.Airport, WA
Aircraft: Learjet 35
Operator: Other Unknown
Operating under: Other Unknown
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B SEA
ATC / advisory: TRACON S46
Second aircraft: Hawker 900
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: In only one session. I had 3 aircraft on approach at BFI airport respond to TCAS RA because of VFR aircraft climbing through the BFI final out of RNT airport. RNT airport sits 3-4 miles north of the initial approach fix for the ILS Runway 32L for BFI; but the SEA Class Bravo in the area is 030-100. The crossing altitude for the initial approach fix (LACKR) is 026. This encourages numerous VFR aircraft to fly out of RNT; climbing to 025 directly in the path of arriving traffic to BFI descending to 026 and lower.I recommend a redesign of the SEA Class B airspace to encompass more of the BFI final. This is a safety issue in both north and south flow configurations. It is impossible to anticipate what a VFR aircraft will do in response to seeing a fast moving jet descending right at him. If my jet responds to a TCAS RA; there is a high probability he will conflict with IFR traffic into; or out of SEA as well. I strongly feel this is a ticking time bomb and it's just a matter of time before something catastrophic happens. It is one of the most dangerous situations I've handled in my career; and it happened to me 3 times in one session and continues all spring--summer--fall. Something needs to change. The sooner the better.




Synopsis: Seattle TRACON Controller reported issues relating to the VFR traffic in and around Boeing Field and the Renton airport.
Date: 201408
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Aircraft Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We] diverted for an overheated circuit breaker panel/border of coffee machine in aft galley. Approaching level off; Aft Flight Attendant called cockpit to inform us of flashing blue light on chiller which was followed by a steady red malfunction light. In their research they realized that the coffee pot handle; the circuit breaker panel above the coffee pot and the metal bordering the coffee pot was very warm to the touch. I had the First Officer go back to assess the situation and he confirmed the overheat condition. He then pulled first the circuit breakers for the chillers and when the overheat condition did not subside; pulled the rest of the circuit breakers. Since the surfaces did not seem to be cooling down and I wanted to get an idea of how hot the panels were I also went to the aft galley to assess the situation. The most alarming part to me was the very hot border that surrounded the coffee pot. I did not smell or see any smoke at that time. Because the heat source could not be identified and the surfaces were not cooling down with the power removed; I elected to land at the closest suitable airport. The emergency equipment awaited our arrival and followed us as we exited the end of the runway. It was confirmed by them that there was no external indication of fire and the flight attendants confirmed no smoke or smell in aft galley so we taxied to gate to deplane passengers and await Contract Maintenance to investigate problem.


Second narrative: [Report Narrative Contained No Additional Information.]


Synopsis: The pilots of an A319 were alerted by flight attendants of aft galley fault warning lights and a serious overheat problem that could not be quickly rectified by the usual processes. The Captain determined that a diversion to the nearest airport was warranted; they advised ATC; and expeditiously landed the aircraft.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: Other landing
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was landing Runway XX (calm wind runway) as was all other traffic; it was busy. Winds were variable at 4 kts. I announced all my positions in the pattern. Came around to final and runway was clear. When 10 ft. off of [the] runway; ready to land a Consolidated Vultee; BT-13A appeared 300 ft. in front of me. It was landing in the opposite direction. I radioed 'go around' and immediately put in full throttle; trimmed and veered to the right while sustaining a go around airspeed. I then radioed 'traffic advisory?'; because I did not see where the other plane had gone; if he became airborne for some reason. I wanted to know his intentions if he was back in the pattern. He made no radio calls in this situation. I was unaware that he was in the airport vicinity. By the time I came around again and landed he was tying down his aircraft. I talked to him asking him if he had a radio and he did; so I informed him that I never heard him and he recognized that he wasn't hearing anybody else so he flew in the direction the windsock was indicating. He also stated that he saw me before I saw him and that his response was to dive his plane down to the runway. In doing so he built up airspeed and developed a side load on one of his landing gear. This bent his gear and skidded him down the runway on one wheel and turned the plane wings vertical (according to a witness on the ground). I don't know if he hit a wing tip on the ground or not.




Synopsis: Single pilot reported a NMAC with opposite direction landing traffic.
Date: 201708
Local time of day: 1801-2400
Location: SKBO.Airport, FO
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SKBO
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Procedure; Airport; Human Factors
Primary problem: Chart Or Publication

Narrative: Briefed approach; landing and taxi in [using] JeppFD pro and being a frequent flyer into SKBO there were no changes. Typical landing rollout on 13R [and] I followed the new high speed turnoff lights and found ourselves on a taxiway that was not on the 10-9 page. When we checked in with Ground they gave us taxi directions that did not correlate with the signage or FD pro. I assume the changes have not be forwarded to Jeppesen. Please coordinate and update the 10-9 pages ASAP.




Synopsis: Air carrier Captain reported that after landing in SKBO he noted differences between taxiway designations and their charting.
Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: None
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Taxi
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: This report is not specific to any aircraft; but rather it encompasses the entire CRJ-200 fleet. I have a concern regarding the flow of the after start/taxi checklist. Specifically; I have an issue with where the nose wheel steering is called to be armed. Per the checklist; ATC communication is to be established first; followed by the arming of nose wheel steering. This flow is not only inefficient; it is also potentially confusing and even dangerous. Once ATC communication is established and instructions are given; the mindset of the taxi crew is to follow the ATC instructions and to begin taxiing the aircraft once ensuring ground equipment is clear. The way the checklist is currently written; it is very easy for a taxi crew to omit arming nose wheel steering. Their mind is no longer on having to arm the nose wheel steering once receiving taxi instructions. Several other mechanics have also mentioned how they are not comfortable with the way this checklist is written. Most of us who taxi are aware of this checklist anomaly and make a mental note to ensure we arm the nose wheel steering. A newly qualified run/taxi mechanic may not be as familiar with the checklist flow and may run into trouble.I would suggest revising the after start/taxi checklist to reflect nose wheel steering being armed before establishing ATC communication.




Synopsis: The items in the checklist for Maintenance to taxi the CRJ200 are not in the correct order.
Date: 201311
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Distraction
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: [I] was concluding a maintenance flight. I was flying single pilot. Visuals were being conducted to both XXL and XXR. I was assigned heading of 160 and flying very wide downwind. At approximately 5 miles south of the airport; I was advised I would be following traffic at 11 o'clock and to report in sight. I saw what appeared to be the 11 o'clock traffic and reported same. ATC told me to follow that traffic and I was cleared approach for XXL. I normally use the FMS heading command so I entered 90 degrees left to setup a base leg heading. The heading bug continued to spin around to 270 degrees so I went heads down to correct. Then ATC says to fly heading of 180 because I was turning inside the traffic. I repeated the ATC heading and stated that the traffic was in sight. I then resumed correcting the heading through the FMS which took about 20 seconds. Then ATC stated; 'Approach cancelled. Fly heading 180.' At that point I de-selected FMS Heading Command mode and selected Manual HDG mode which resulted in a successful heading of 180. Once clear of the traffic I was then cleared again for the visual approach which was completed without further incident.Several problems here. First there was traffic on the parallel runway which is easy to mistake considering the dusk light conditions. Second; the Controller was calling out the traffic to follow that was at least 15 miles south of my position making it difficult to identify in any light or atmospheric conditions. Third; the combo of a single pilot operation combined with a misbehaving FMS command system. In the future I will ask ATC to call my base during visuals.




Synopsis: CE560 pilot; on a visual approach; went heads down to use FMS heading command and turned inside traffic. Pilot followed ATC headings to clear traffic and landed without further incident.
Date: 201509
Local time of day: 1801-2400
Location: MSP.Airport, MN
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft arrived at gate approximately one hour late. All ramp teams were occupied with other arrivals. Pilot revved engines in apparent frustration at no one being able to park him. He was about halfway down the lead-in line as I left another gate. As teams finished; it was announced on the radio; that [the aircraft] still needed to be parked. Several of us went to the gate to find that the flight crew had parked themselves with no marshallers. In talking with other co-workers who were in the area; it was learned that the pilots had motioned to the gate agent; who was waiting in the jet bridge; as to how far away they were from the stop line; and she motioned back. The operations agent then spoke to the crew; saying that doing that was a major safety issue and the pilot (I don't know which one) says that he 'does it all the time'. The operations agent also spoke to a flight attendant who confirmed this. The operations agent then contacted [the airline] to report the incident. I do not know if the video from the gate cameras has been examined.




Synopsis: Ramp employee reported an air carrier aircraft self-parked at the gate when there were no personnel on hand to park him.
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed ZZZ and shortly after exiting Class D airspace we had a complete electrical failure. Ran through all checklist items and did not regain power. I gave the controls to the student momentarily and contacted Tower using my cell phone. Received clearance to land and landed with no further issues.




Synopsis: PA-44 flight instructor reported returning to departure airport after experiencing complete electrical failure.
Date: 201501
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cabin cleaners parks their van under the wing; and under the fuel vent while running of a 737 that was being fueled. I contacted my supervisor and my station manager.




Synopsis: Ramp personnel indicate that other ground crew personnel are parking vehicles under the aircraft wing and near the fuel vent during the fueling process.
Date: 201906
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
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: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We taxied to Runway XX at ZZZ and all checklists were accomplished prior to departure. We departed Runway XX at ZZZ for ZZZ1. After rotation Capt called 'positive rate; gear up'. About the same time the Tower called and handed us off to departure frequency. We checked in with Departure and he gave us a climb to 6000 feet and at about the same time we got an ECAM (Electronic Centralized Aircraft Monitor). The ECAM was for gear not up- locked. While we were following the ECAM for the gear not up-locked Capt called for flaps 1 and we got another ECAM for flaps locked and continued following the ECAM. While dealing with both of these ECAM messages we [notified ATC] as we realized we had multiple hydraulic issues as more ECAM messages popped in. The first was the green hydraulic system overheat; while addressing that we got the yellow system overheat and began to realize we had a serious hydraulic issue. We followed ECAM protocol and had a red 'land ASAP' message along with several others. As we received vectors for ZZZ which was our request for our emergency; we quickly assessed that we could have full flight control failure and asked to turn to Runway XXL immediately to land as quickly as safely possible. We had to gravity drop the gear; we had flaps jammed at position 1 and we finished all ECAMs- ECAM complete; screens normal. Ran landing checklist; let cabin attendants know we were diverting to ZZZ and to remain seated with seat belts fastened. The landing was normal and smooth; as the plane touched down I noticed the left side was a little lower than the right but the Capt was able to keep it on the centerline as he decelerated. Braking felt normal; as it slowed down we began to drift to the right and the Capt was able to keep it mostly on the high speed taxiway with just a small portion of the aircraft off the side. We completed the evacuation checklist per SOP's and evacuated the aircraft. Both Capt and I followed checklist and SOP for verifying the aircraft was clear and evacuated ourselves.




Synopsis: Flight Crew flying A319 encountered hydraulic failure after takeoff.