elihoole/asrs-aviation-reports huggingface dataset:
Date: 201908
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Super King Air 350
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
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
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While in cruise flight; I received a bleed air warning light - red legend with associated red warning flasher. Immediate action is to simply turn off the bleed air on for that side of the aircraft. This was promptly accomplished. The additional items on the checklist were accomplished in a routine manner. This was not an emergency or even an urgent situation. At the same time; one of our passengers asked if we could land for physiological reason - bathroom break. I requested and received a clearance to divert to ZZZ. In the process of navigating to ZZZ and approximately 5 minutes after the first bleed air warning; I received a second bleed air warning; port side. In that there is no 'normal' reason for both independent systems to fail; this made the situation urgent. I turned the second bleed valve to ENVIR OFF; which stops most bleed air functions except pressurization. Shortly after that; [less than] 30 seconds; I received a duct over temp warning. At this point I was well on my way to ZZZ and was being vectored for a straight in approach to the runway. I completely shut off the second bleed valve; causing the cabin to start to depressurize. Due to the short time remaining for the flight and the fact that I was already enroute to the runway via the shortest route possible; I elected not to declare an emergency as I did not believe the situation warrant any additional risks - emergency crew responding; additional calls on the radio requesting unnecessary information; etc. I made a normal approach; landing; and taxied to the FBO (Fixed Base Operator). Shutdown was routine.Upon inspection; it was determined that a clamp had come loose; allowing hot air to melt the sensor line; thereby activating the bleed air warning. Due to its location; it activated the same warning system for the opposite side of the aircraft and the increase in temperature caused the duct over temp light to illuminate. Looking back; I do not know if not declaring the emergency was the correct action. Although everything ended safe; I should have at least conveyed a sense of urgency to ATC.




Synopsis: BE350 Captain reported diverting to an alternate airport due to loss of pressurization related to a bleed air problem.
Date: 202007
Local time of day: 1801-2400
Location: ZMP.ARTCC, NM
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZMP
ATC / advisory: Center ZMP
Reporter organization: Government
Reporter function: Enroute; Trainee
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airspace Structure; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Aircraft X was climbing southbound after departing; I initiated a handoff to Sector XY; anticipating a flash-through to Sector YX.  I anticipated watching for the handoff to be made; and made a pointout to OMA approach.  While this was going on; I had multiple aircraft needing weather calls in other parts of the airspace; as well as at least two calls from flight data and flight service; as well as two calls from aircraft airborne off of airports beginning IFR flights.  By the time all these had been dealt with; I had failed to get back quickly enough to Aircraft X; and he had entered Sector XY's airspace without them accepting the handoff.  I then called them with a verbal handoff and they accepted the automated handoff.Given the weather situation; I think having all three low sectors open with the need to provide weather reports in the northeast part of the airspace; given the volume; was probably not appropriate.  We have been running thin crews do to COVID-19; and thus have been keeping sectors combined when they likely would have been split during normal operations.  I think this added volume and complexity contributed to this airspace violation.  In the future; as more controllers return; I think it would be better to split sectors off more quickly to reduce workload.




Synopsis: ZMP Center Controller reported an airspace deviation while working combined sectors. COVID-19 staffing levels contributed to the event.
Date: 201902
Local time of day: 1801-2400
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: FMS/FMC
Component problem: Malfunctioning
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: Troubleshooting; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This is not the first time this has happened. We had a lateral deviation [prior to this event] and filed an [ASRS Report]. Fortunately this happened at cruise. FMS (Flight Management) # 2 dropped offline during cruise. Messages on the FMS included: Single Operation; flight plan drops off; Independent Mode; ACARS (Aircraft Communications Addressing and Reporting System) not INIT; ACARS does not work on both FMS's; Lateral Mode is also lost on FMS # 2.On this particular flight there was no deviations but I'm filling out this [ASRS Report] to bring attention to all concerned that this is becoming a problem with FMS # 2 just dropping offline for no apparent reason. This has become more frequent since updating a software on the FMS which now requires us to put in the landing airport; OAT (Outside Air Temperature) and Altimeter setting to get landing aero data.Look into the software update to the FMS to find out what is causing the FMS to go into single mode and especially why the flight plan drops off. A similar incident happen again [recently] and I will be filling out another report.




Synopsis: EMB-145 Captain reported a lateral course deviation after their FMS dropped off line.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other All Phases
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness; Communication Breakdown; Distraction; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was seated on the jumpseat on flight deck and the First Officer demanded I wear a face mask after pushback per policy; while they both (Pilot Crew Members) did not; which is inconsistent with Safety and general communication requirements requested of a Jumpseat Crew Member. Here is why:To ride on the jumpseat we must be a current licensed pilot; with current medical license and fit to perform duties.1. We are consistently asked to be a second set of eyes. Because I wear glasses where I wear my face mask my glasses fog up. I'm unable to see instruments and other traffic.2.The face masks impedes verbal communication with the other Crew Members if needing to intervene because the Crew is wearing headsets; jet noise and unable to effectively hear or read lips. This is well documented in studies.3.  The time to useful consciousness is limited. Having glasses and face mask impedes putting on O2 mask on in the event of a Rapid Decompression. The flight deck door is locked; we have NO rubber jungle that falls and I'm solely responsible for my own Safety to get my mask on. This is an impediment to Safety as a Jumpseater. I am not treated the same as the operating Crew Members; even though I'm asked to be a Safety Observer.




Synopsis: Air Carrier jumpseat pilot reported the First Officer on this flight insisted the jumpseater wear a face mask throughout the flight. Reporter described safety related concerns with having to wear the face mask including fogging of glasses; communication problems; and issues associated with putting on the O2 mask in case of a rapid decompression.
Date: 201907
Local time of day: 1801-2400
Light: Night
Aircraft: No Aircraft
Reporter function: Observer
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Observer
When detected: Other From Ground
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We are at a summer camp. A group of kids and counselors saw a light and heard an extremely loud sound for about 5 seconds and saw it hit a tree.  When we went to investigate what had happened; there were pieces of ice the size of a soccer ball and other smaller pieces of ice around the area where the noise had been heard.  We believe that it was a megacryometeor; and have put some pieces in our freezer to preserve it should further investigation be necessary.




Synopsis: Observer reported ground strike from meteor.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: Captain; Instructor; Pilot Not Flying
Human factors: Situational Awareness
Second reporter function: Captain
Anomaly: Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Line Check Airman (LCA) directed a go around from the right seat. The landing by the left seat pilot had incorrect crosswind controls and was going to touchdown out of the landing zone. The aircraft touched down and then climbed out. While climbing instructions were to climb to 2;000 feet and turn to a 080 heading. The pilot flying continued to 2;800 feet and turned to 120 heading as the LCA tried to clean up the aircraft. The LCA directed the pilot flying to correct but the pilot flying continued to try to get the aircraft onto autopilot. The LCA took control of the aircraft manually and started to correct. ATC then directed a turn to 020 and climb to 3000 feet which was accomplished. The LCA flew the aircraft for the next 5 minutes to allow the other pilot to settle down and reprogram the next approach. The next approach was flown by the original pilot with no other complications. A long debrief was conducted after the flight.


Second narrative: We did an ILS approach to runway 4R. Take offs were being conducted on 4L. This flight was an IOE flight. The Line Check Airmen (LCA) was in the right seat; and I was the pilot flying in the left seat. The approach was stabilized; but I let the airplane float beyond the touchdown zone; resulting in a go around. The tower frequency was busy and the LCA in the left seat wasn't able to get a call off until approximately 400-500 feet. I missed the instructions from the tower. The LCA Told me to turn right to a heading of 080. I started the turn; but neglected to call for heading select. This resulted in overshooting the heading. We also possibly overshot the level off altitude; but there was some question in my mind as to whether tower wanted us at 2;000 feet or 3;000 feet.


Synopsis: IOE Check Airman and the Captain under instruction describe a go-around commanded by the LCA due to landing long and incorrect crosswind controls. Both heading and altitude deviations occur during the go-around and the Line Check Airman (LCA) takes over flying duties while the IOE Captain calms down.
Date: 201412
Local time of day: 1201-1800
Location: TNCA.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: Tower TNCA
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airport; Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: We were told to fly to the 10 DME fix off Runway 11 TNCA Aruba; expect visual approach. When we never received any clearance; we held at the 10 DME fix as instructed on the 10-9 back page tells to do. Could not get a word in with ATC. Finally they told us to turn right and do a 360 and then intercept the LOC.We started the turn; and when I looked out the window; we had a Hawker (small business jet) only one mile away and maybe only 500 feet below us. Captain stopped the turn and we let the Hawker fly away from us. Then we continued the approach. The Controllers did not have a clue where we or the Hawker were. At least 10 aircraft on the Tower freq; some speaking English; some speaking Spanish. Because of the non-radar environment down there; Crews should be high alert and watching for traffic on their own - not rely on ATC. Trust me; they had no clue]




Synopsis: An air carrier aircrew was unable to receive clearance to land at Aruba because of frequency congestion.  They entered a holding pattern IAW SOP.  They were then given a 360 degree turn; which they delayed because of traffic then intercepted the localizer and landed.
Date: 201408
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Other / Unknown
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I wanted to practice a vertical speed approach. We set up and briefed a visual backed up by the ILS; done in the vertical speed profile as if the glide slope was out. We briefed it would take about 700 FPM down per our approach speed to the DA. We were cleared for the visual. Prior to the FAF we were fully configured and on approach speed. At the FAF we started our 700 FPM descent; at a 1;000 FT we noticed we were going to be a little high so I adjusted the VS to a 1;000 FT down. We didn't anticipate getting the glideslope alert and went below it. I turned autopilot off and corrected back to be on glidepath. All the stabilized criteria was met and we were in visual conditions; and determined that terrain was not a factor. We continued and landed in the touchdown zone.


Second narrative: First Officer wanted to practice a vertical speed approach for training. We set up and briefed a visual approach backed up by the ILS but did it in VS as if glideslope was inoperative. We briefed that it would take about 700 FPM per our approach speed and per the approach chart and we would descend to our DA. Weather was day VFR and we had the runway in sight more than 15 miles out. We were cleared for a visual approach. Prior to the FAF; we were completely configured at flaps 40 and at approach speed. First Officer set a vertical speed of 700 which we figured out from the approach chart and briefed at altitude. Around 1;000 FT; we noticed that we were a little high. First Officer set a vertical speed of 1;000. We went below the glidepath; and received an aural glideslope alert. Stabilized criteria were met; the runway was in sight; I determined that terrain was not a factor; and the First Officer corrected back to the glideslope. We continued the landing and landed in the touchdown zone.


Synopsis: A300 flight crew reports descending below the glideslope inadvertently during a visual approach; then correcting and landing normally.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Window Ice/Rain System
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 Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Abnormal odor while approaching destination; initially identical to peanut butter; then dull electrical. I mentioned windshield and side window heat issue(s) based on past experience. We immediately suited up and communicated. We looked everywhere for smoke and only First Officer could see slight stream (like a single blown out pastry candle) emitting from the electrical terminal bar at the top of the right windshield. I immediately turned off the windshield heat and the odor and slight smoke stream ended immediately. We reviewed the smoke related checklist(s) and continued our descent and landing without further incident. Upon speaking with Maintenance Control we discovered the same thing had happened on [a previous date].




Synopsis: Dash 8-100 Captain reported smoke and odor emanating from windshield heat terminal bar. Power to window was shut off and smoke and odor disappeared.
Date: 201212
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Speedbrake/Spoiler
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 1;000 AGL on final approach Flight Attendant called the flight deck and reported that a passenger said that a part of the flaps broke off. We turned off the auto pilot to see how the plane flew. No noticeable difference was felt. We decided to add 5 KTS to approach speed and continue. Landing was normal. Ground inspection revealed that the left inboard spoiler had broken off.




Synopsis: B747 Captain reported he was notified by Flight Attendant on final that passenger told her part of a flap broke off. Aircraft seemed to fly fine; so a normal landing was made; and after parking Maintenance found the left inboard spoiler had failed and departed the aircraft.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction; Communication Breakdown
Second reporter function: Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: Upon arrival at ramp; we inquired about cargo weight being accurate. We were told that there may be up to 10K more freight than planned on the Flight Plan. With the additional freight; long flight with chance of ATC delays I was uncomfortable with the fuel over destination. I informed the ramp of the fuel total and then added fuel on the flight plan release. I got distracted with other things going on and forgot to call dispatcher from the ramp office. We did however notify dispatcher via ACARs when arriving at the aircraft regarding more fuel needed. A phone call would have been more appropriate versus an ACARS message regarding needing to uplift fuel.


Second narrative: Flight released with fuel load of 54000. Crew signed with uplift to 57000 without first contacting [dispatch] as required per FOM. Additional fuel required flight plan to be re-filed for lower altitude due to additional weight. Crew did not advise of uplift until after getting to aircraft and even after prompted; did not provide reason for uplift as also required by FOM.


Synopsis: The Captain of a cargo aircraft and the Dispatcher responsible for the flight; reported a deviation of company policy regarding communicating an additional fuel upload to dispatch in a timely fashion.