elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Local time of day: 0001-0600
Location: ANC.Airport, AK
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C ANC
ATC / advisory: Tower ANC
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: A B747 checked in with Tower. I cleared him to land on Runway 7R. It appeared that there was traffic; B737; at his 2 o'clock and 1 mile. I issued the traffic. I did not understand B747's response; so I restated the traffic. B747 then stated he had the traffic. I instructed the B747 to maintain visual separation with the traffic and that the B737 was landing Runway 7L. This was around the final approach fix; and the B737 had not checked in. I cleared the B737 to land on 7L assuming he was on my frequency.  I got no response. I felt the B747 might have read back cleared to land 7L so I restated that he was cleared to land Runway 7R.  Then went back to the B737 and asked if he had received the landing clearance. He said; 'no; and we have the heavy that is passing us on our right.... finally.' At the same time it appeared the B737 was overtaken by the B747. I told the B737 to maintain visual separation with the heavy and cautioned him for the wake turbulence. I believe the event happened because the sequence to final was not clear; language barriers; and the planes were on two different frequencies. I think when I asked the B737 if he received his landing clearance I could have over looked the B747 overtaking him. I would recommend that the aircraft be on the same frequency until the sequence is set. Pilot stated that they are following if they are maintaining visual with them. Better communication between the final controller and local controller. A review of this situation so that we are able to recognize the development of this event.




Synopsis: ANC Controller described an overtake event on Runway 7R/L when heavy traffic landing Runway 7R passed a large aircraft on final to Runway 7L; the reporter suggesting more defined ATC procedures to prevent future occurrences.
Date: 201209
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: 5
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Rudder Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff the 'RUD STBY UPR OFF' and 'RUD STBY LWR OFF' level one alerts illuminated. After running the checklist (AOM) we called Dispatch/Maintenance/MD-11 for consultation. I elected to change destinations so as to facilitate repairs before the oceanic crossing. Dispatch gave us a diversion release; we coordinated a new destination with Center and we also coordinated approximately 18 minutes of fuel dump with Center. Dumping was accomplished on the airway; at cruise altitude of FL290 Mach .820 in accordance with the QRH checklist. Dump was secured at 500;000 LBS gross weight. This allowed the aircraft to re-distribute fuel before the approach phase began. We made an uneventful landing where the Hydraulic System Controller (HSC) was replaced. The flight resumed without further problems.




Synopsis: A MD-11's EICAS alerted RUD STBY UPR OFF and RUD STBY LWR OFF so fuel was dumped and the flight diverted to an enroute airport for repairs.
Date: 201704
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Beechjet 400
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
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 Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff roll the Master Caution and AIR COND FAIL Annunciator illuminated between the PIC's calls of '80 knots' and 'V1.' (Note: the master caution and annunciator lights illuminated immediately prior to the call of 'V1.') Because there was no engine fire; engine failure; or loss of directional control; the takeoff was continued in accordance with the takeoff briefing.Immediately after rotation; and on the initial climb out; a loud 'pop' was heard. This was instantly followed by a loud 'rushing' sound of air and the feeling of 'popping' in the ears. The cabin/cockpit proceeded to fill with smoke and very hot air. The PIC and SIC immediately exchanged controls; with the PIC assuming control of the aircraft. The SIC [requested priority handling]; informing Tower that an immediate return for landing was required. The SIC confirmed with the Tower that fire trucks would be needed; and they were rolled. Out of an abundance of caution; and because the winds were light; a return landing on [opposite direction runway] was performed. The landing was normal.The aircraft exited [the] runway. All souls on board (6 total) exited the aircraft safely and without incident. The passengers were returned to the FBO by the Assistant Airport Director in an airport vehicle. The flight crew remained with the aircraft and had it towed back to the FBO by line personnel.


Second narrative: [Report narrative contained no additional information.]


Synopsis: BE-400 flight crew reported returning to departure airport after experiencing a pneumatic system malfunction shortly after takeoff that filled the aircraft with smoke and hot air.
Date: 201811
Location: ORD.Airport, IL
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ORD
ATC / advisory: Tower ORD
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction
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: Airspace Structure; Procedure; Human Factors
Primary problem: Procedure

Narrative: Flying ILS PRM 10C to ORD. Unlike at other airports; ORD uses the 'Monitor' frequency as the Tower frequency for another runway; meaning in order to monitor; I am now actively listening to 2 separate Tower controllers conduct business. This causes an inability to effectively listen to either frequency; the tendency becomes to turn off the monitor frequency and focus on your assigned Tower frequency. This is of course against PRM procedures.




Synopsis: Air carrier First Officer reported ORD procedure dictates the second COM is used for as a monitor frequency and for normal Tower operations which causes distraction.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Night
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Tank Cap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After departure; I noticed the left fuel cap was unsecured.  I returned to the airport.  I will be more diligent in physically making sure fuel caps; doors and panels are secure.




Synopsis: A C402 Captain returned to the departure airport after takeoff when he discovered the left fuel cap was unsecured.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Rudder Control System
Component problem: Malfunctioning; Failed
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was the PIC of the aircraft; two souls on board Aircraft X. No damage to the airplane or the airport property occurred.We called Ground control from the flight center for taxi instruction to the active runway and were instructed to go to Runway XX via A; taxied there; and as we were turning left to enter 1A [Taxiway] for Runway XX; the airplane continued turning left moving away from the yellow center line; tried to steer the airplane to the right by pushing the right rudder but the airplane kept moving to the left further. Called Ground control again to let them know that I will stop the engine and will manually steer the airplane closer to the center line; got the approval then called mechanic to come to tow the airplane back to the Flight Center.




Synopsis: C172 pilot reported the aircraft continued to turn off center line while taxiing to the active runway.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain; 1.5
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Rotorcraft
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Departed on an IFR flight plan to our home base with 4 souls on board. Plane was hangared overnight due continuous rain forecast. Tanks were topped off; preflight; fuel samples and run-up all normal. Take-off normal in rain; low visibility and ceiling. Leveled off at 3000 feet then cleared to 7000 feet. All normal until approaching 5000 feet when engine was not developing climb power. Turned on carb heat with no noticeable change. Turned off carb heat after 4-5 min. Turned on electric fuel pump; changed tanks; adjusted mixture with no change. I did not check the magnetos. Was able to hold altitude at this time but little if no climb. Told ATC we had a problem and wanted to return. He replied that the wx had deteriorated at ZZZ and ZZZ1 had better conditions and was closer. I accepted that recommendation and he began vectoring us to the 14 ILS localizer. Shortly before joining the localizer I turned on carb heat again but engine power continued to worsen. Couldn't hold altitude or airspeed; controller advised he didn't show any roads or fields near our position. Broke out at about 400 feet AGL and landed in a farmer's plowed and very muddy field. No injuries and no damage to the plane. No cause has been determined at this time; but I think carb ice could be a likely reason. Perhaps I missed signs and should've turned it on earlier or left it on longer; or perhaps the carb heat didn't work as designed for whatever reason. Also could be fuel or ignition problems but again my feeling is carb ice.

Callback: The reporter states that no definitive cause has been discovered and that he still believes carburetor ice was the cause. He also states that this was an early eighties PA28 equipped with traditional carb heat.



Synopsis: PA28 pilot reports departing on an IFR flight plan in IMC. Climbing to 7;000 feet power becomes insufficient to continue climbing. Carb heat is tried along with fuel pump and switching tanks without success. ATC is advised and a diversion planned but the aircraft runs out of altitude before reaching the airport and lands in a muddy field.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Lubrication Oil
Component problem: Improperly Operated
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: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Gate Agent / CSR
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Procedure

Narrative: Cabin crew and passengers (at about row 15) noticed odor during initial descent. Cabin crew initiated their procedures concerning the event. We conducted the descent; approach; landing and taxi to the gate without incident. Shortly after shut down; the Flight Attendant informed me of the odor; at which time (with the cockpit door now open) I could now also smell the odor. We then; also initiated our cockpit procedure. This drove us to make the proper logbook entry; fill out a report; and call Maintenance Control. We determined that this was a Level 2 odor event considering how long the odor lasted and in light of the fact that the gate personnel could also smell the odor in the jetway. The contract Technician on duty mentioned in his experience; this was often caused by over-servicing of the engine oil. We checked the ENG SD and it did happen to display 23 quarts of oil in the right engine and 20 quarts in the left.




Synopsis: A320 flight attendants reported a cabin fumes event during cruise. The flight crew and Gate Agent also reported that the fumes were still noticeable after arrival at the gate.
Date: 201205
Local time of day: 1201-1800
Location: EDDM.TRACON, FO
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZZ
Aircraft component: Throttle/Power Lever
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Shortly after takeoff we received an ECAM advising ENG 2 Thrust Lever Disagreement. ECAM required 'Land ASAP'.  All engine parameters; however; were normal. We continued the climb and contacted Maintenance Control via SATCOM and explained the condition; i.e. all engine parameters were normal except fluctuating LVR CLB MCT displayed on both Captain and First officers' PFDs.  MOC recommended compliance with ECAM action to land ASAP.  As a result I declared an emergency and continued to an overweight; but uneventful landing at the nearest suitable airport. Subsequent Maintenance inspection revealed chaffed wiring from the EEC. [It is of interest that our] aircraft was on MEL: 'ENGINE 2 MINOR FAULT.'  Immediate correction of this MEL may have revealed the underlying wiring 'short' that lead to the subsequent ENG 2 THR LEVER Disagreement.




Synopsis: An A330 flight crew delayed taking action on an ECAM thrust lever disagreement message which directed a landing 'ASAP.'  Upon consultation with Maintenance Control they diverted to the nearest suitable airport.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
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: On visual approach; below 1;000 FT AGL; crew recognized aircraft not in normal landing configuration at flaps 28. Crew selected flaps 35 and landed uneventfully.


Second narrative: [Narrative contained no additional information.]


Synopsis: MD11 flight crew reports not selecting final flaps until below 1;000 FT on final.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Distraction
Second reporter function: Flight Attendant In Charge
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Passenger in seat X1 had an unusual device that he was wearing.  FA 'A' and I approached the passenger; and asked about his device. He said that it's a Powered Air Purifying Respirator. Powered Air Purifying Respirator had a hose that was attached to the face hood. We talked to gate agent and asked about the device; gate agent did not know anything that pertained to such device. FA 'A' and I looked through our manual and couldn't find anything about this specific device. It's not an Air Purifier which is a prohibited on all flights; it's a respirator which is similar to MPEDs (Medical Portable Electronic Device). The passenger was very compliant; he had a face mask on and a hood shield on. Since we were not sure about this device; we talked to our pilot. Our pilot called operations; and operations said that it's OK with them if we allow passenger to have this device on flight. We allowed passenger to have the device on board.More information needed for situations like these.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Flight attendants reported a passenger boarded wearing a powered air purifier respirator during the flight and they were not sure if it was allowed.