elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: IMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center ZZZZ
Aircraft component: FMS/FMC
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: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During the descent to MROC I thought we were too high; I notice I had entered 16;000 feet instead of 160 knots in the FMC. I asked the First Officer (FO) what is the charted crossing altitude he said 8;000 feet. I know at that point there was no way we could continue the approach. Gear was down; Flaps 30 and on the LOC. I told the FO to tell the Tower that we want to orbit 360 (RH Turn) at ZZZZZ (8000 feet) because we were too high. No immediate reply from the Tower; so I began the RH turn. FO joined me on TAWS and we were cleared to join the approach and report on the loc. We then flew direct to ZZZZZ and the approach was normal. The weather was IMC we descended below the minimum radar vectoring altitude prior to joining the LOC. I accept responsibility for the decision to turn and should have continued straight ahead and ask for radar vectors to for another ILS approach. We were under no time pressure as we had more than enough fuel. The problems with automation was triggered by the intended 160 knot entry triggered 16;000 foot crossing instead. Check and recheck the FMC; and get FO to check for errors. Brief a plan of action in case too high. Tell ATC we are too high; request radar victors to rejoin the approach.




Synopsis: B767 Captain reported flight crew failed to properly load the FMS. While rejoining the final approach course the crew descended below the minimum vectoring altitude.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On descent into ZZZ; passing 4;000 feet to 2;000 feet; we experienced a dirty sock odor in the cockpit. It lasted less than 5 minutes. The sky was clear at the time and we had not entered any clouds in the descent. Pack 1 was on MEL/INOP. The APU was not in use at the time. I completed a maintenance logbook write-up and a report.




Synopsis: A320 pilot reported a temporary fumes event during approach. Flight crew completed a safe landing and submitted a logbook discrepancy.
Date: 201405
Location: ZZZ.Airport, US
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Flap Vane
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Repairman
Human factors: Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Boeing B717 being refurbished by a 145-Contract Repair Station at ZZZ. Aircraft had an Aft Flap Upper Vane repair that is defective.  Per the Boeing B717 Structural Repair Manual (SRM); the final step in a Bonded Metal Repair is that if you find any defect in the repair; remove the repair and start over.  This did not happen.  Because of time restraints; the repair was passed by the Technician; Management; and Non-Destructive Testing (NDT) Inspection.  The repair to Aft Flap Upper Vane is still disbonded and during the post inspection process the repair was discovered to be disbonded in a quarter inch area in the leading edge area of the repair.  Back Shop Manager had convinced NDT Inspector X that the disbond area was not of concern and the NDT Inspector bought [accepted] the repair.  I have huge concerns with the repair.  Not only because it is a flight control; but the area in which it falls; if the repair would fail.  My part in the repair process was very small.  I was instructed by the Back Shop Manager to get this repair done and if I needed any help with Inspection; to call him.  The only thing I needed to do was to install mechanical fasteners and restore [surface] finish.   After the paint had cured; I tap tested the repair; we are supposed to go three steps back; and I found the disbond.  I tested [questioned] Technician X who had worked the bond and asked him if he knew his repair was disbonded.  His reply was that he knew and our boss was made aware of it and convinced NDT to buy-off on the repair because it a 1/4' of an inch disbond.  I am a Non-Certificated (N/C) Mechanic and the Lead Mechanic who signed-off behind me had no notice that this was going on.  I would like to note that both the Back Shop Manager and N/C Technician X knew that this repair was defective and tried to pass it off to secure time; within the time to repair the structure.




Synopsis: A Repairman at an FAA-145 Contract Maintenance Repair Station reports he found a Bonded Metal Repair to a B717 Aft Flap Upper Vane to be defective during a Tap Test in the leading edge area of the vane repair. Repairman also raised concerns the Back Shop Manager pressured the repairing Mechanic and Inspector; who all knew of the disbond; to approve the repair. Safety concerns about an inflight failure of repair also noted by Reporter.
Date: 201912
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Passenger; Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise flight; both pilots; the flight attendants and passengers smelled a sudden strong acrid odor. Both pilots donned oxygen masks. I advised ATC and requested immediate descent and clearance direct to ZZZ. I ran the emergency checklists while the First Officer flew us to ZZZ. After running QA-5 checklist; the fumes decreased significantly. The First Officer performed a smooth overweight landing at ZZZ. I taxied to the gate. There were no injuries or illnesses from the event.


Second narrative: Approximately one hour into flight at FL340 the Captain and I noticed a strong smell which appeared to us to be electrical burn in nature. After a brief discussion; he contacted the cabin crew to ask if they smelled it and if perhaps something was burning in the oven. They said they smelled it in the front of the cabin; as well as the back; and the ovens were not being used. We continued the discussion that it appeared to smell like an electrical fire. We donned our oxygen masks and began working through our smoke procedures. We had no smoke; no confirmed fire; and no abnormal indications in the cockpit. The Captain advised ATC and informed them we were diverting to ZZZ. The initial call went unanswered. Upon the second call; we were issued a clearance direct to ZZZ and began descending. I flew the airplane while the Captain continued to run our checklists. We determined the safest course of action was an expedited landing despite being overweight. As we progressed through the checklist; the smell began to dissipate. We landed without incident smoothly and taxied to the gate where we were met by fire and rescue crews. We then deplaned via jetbridge as the fire crews checked the plane to ensure there was currently no fire. We changed planes and later departed without incident.


Synopsis: A319 flight crew reported a burning smell in the cabin that resulted in a diversion.
Date: 201312
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
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 Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Left engine failed at 2500 AGL on departure. We declared an emergency; completed the engine failure checklist and landed overweight at our departure airport. After an uneventful landing the fire department checked the aircraft over [after which] we taxied to the gate and stopped the emergency.




Synopsis: An MD-80 flight crew declared an emergency and returned safely to their departure airport following the failure of the left engine during initial climb.
Date: 201301
Local time of day: 0601-1200
Location: ZMA.ARTCC, FL
Flight conditions: IMC
Light: Dawn
Aircraft: Chancellor 414A / C414
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZMA
ATC / advisory: Center ZMA
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: IFR clearance received from Miami Center: Direct to Freeport VOR (ZFP) BR63V to MRLIN Intersection; etc. Maintain 8;000 FT. Told to report over ZFP VOR (MIA Center radar coverage is spotty in the vicinity of ZFP VOR). While proceeding to ZFP using GPS the GPS set unlocked (lost signal). I determined my location as 7 miles south of ZFP VOR and was about to call ATC and advise them of our location when ATC called me and advised that I was 7 miles south of ZFP instead of over ZFP as cleared. My apologies were made to ATC and he gave me a 325 degree heading to intercept BR63V westbound out of ZFP and shortly thereafter a clearance direct to MRLIN Intersection. Rest of flight was flown as cleared. Problem was caused by a very weak warning light on the GPS unit that is almost impossible to see in the bright light of a daytime flight. Avionics man is checking out the GPS problem.




Synopsis: C414 pilot experiences GPS failure while navigating direct ZFP at 8;000 FT resulting in a navigational error that is detected by ATC. The GPS failure warning light was on but too faint to be seen readily in the bright daylight.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Dusk
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Passing FL200; Master Caution illuminated for Engine Driven Hydraulic Pump #2 Low Pressure light. QRH procedure accomplished. I decided a return to the departure airport was in order due to this aircraft's recent maintenance history of hydraulic problems. I declared an emergency and requested a return. We landed without incident. Airfield Rescue and Fire Fighters reported fluid leaking from the #2 Engine. We shut down the #2 Engine and taxied to the gate.




Synopsis: A B737-800 Master Caution alerted Engine Driven Hydraulic Pump #2 Low Pressure; so the QRH was completed; an emergency declared and after landing at the departure airport; the emergency crew reported a fluid leak from the engine so it was shutdown.
Date: 201207
Local time of day: 1201-1800
Location: 3CK.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E 3CK
ATC / advisory: CTAF 3CK
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [I was] positioned 2-3 miles northwest of 3CK at 3;500 FT with intent to over fly field north to south to enter pattern for Runway 26 at 3CK. Second aircraft (Bonanza) northbound and 2 miles south of 3CK made CTAF announcement with intention of over flying field south to north at 3;500 FT. I immediately climbed approximately 400 FT - 500 FT (to 3;900 FT-4;000 FT MSL) to avoid oncoming traffic which a few moments later passed several hundred feet below and slightly to my left (east). I then immediately descended to 2;500 FT and then to 1;900 FT (TPA) and completed a normal landing at 3CK. Bravo airspace (4;000 FT - 10;000 FT) may or may not have been momentarily infringed upon during this evasive climb.




Synopsis: PA28 pilot reported NMAC with a Bonanza in the vicinity of 3CK.
Date: 202007
Local time of day: 1801-2400
Location: ZAU.ARTCC, IL
Aircraft: Medium Transport
Flight plan: IFR
Flight phase: Climb
ATC / advisory: Center ZAU
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Aircraft X checked on with me leaving 13;000 for 15;000.  He stated that he had a near-miss with a drone at 11;500 ft; within 3 ft of striking one of his wings.  There were no reports of drones in the area; as far as I know it was being operated illegally. There needs to be better regulation regarding drone usage in busy airspace.




Synopsis: ATC reported an aircraft under the controller's area encountered a NMAC.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: British Aerospace Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Altimeter
Component problem: Design; Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Filed VFR plan airport weather went down temporarily to 900 feet and 1;200 I asked for IFR and ILS. This is an old jet and the needles went intermediately after approach was started. ATC called low altitude but then I saw the ground estimate at about 2;000 feet on the altimeter. Called my mechanic to immediately fix.




Synopsis: A Jet Provost departed on a VFR flight plan but filed IFR in flight when the destination weather went down. On approach; ATC issued a low altitude alert and when the aircraft reached VMC it was at 200 feet. Maintenance was called.
Date: 201907
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: Aircraft X was established on a downwind for the ILS Approach. I issued Aircraft X a left turn heading 280 and descend and maintain 4;200 feet. Aircraft X read back the correct heading and altitude. When I cleared Aircraft X for the ILS approach he read back the incorrect altitude of 4;000 feet. That's when I observed Aircraft X descending through 3;600 feet. The low altitude alert on the system did not go off until 3;200 feet. I issued the low altitude alert informing Aircraft X of the MVA (Minimum Vectoring Altitude) of 4;200 feet and altimeter of 29.80. I observed Aircraft X half mile west of the localizer and canceled approach clearance and vectored him back around for the approach. The pilot called the facility and informed the Supervisor he thought the altitude issued was 2;200 feet. The low altitude alert for the system needs to be configured to alert prior to 1;000 feet below the MVA in that area.




Synopsis: ATC reported flight flew through final approach course and descended below their assigned Minimum Vectoring Altitude; ATC Low Altitude Alert did not activate in a timely manner.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Citation Latitude (C680A)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fire/Overheat Warning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft; Manuals
Primary problem: Aircraft

Narrative: Climbing through 32;300 feet to 35;000 feet the crew received an Amber FIRE DETECT FAIL R CAS message. While starting the checklist for that message; an Amber LOW HYD LEVEL CAS message illuminated. Completed appropriate checklist; advised ATC; diverted and performed an uneventful landing stopping on the runway.The new checklist has omitted selecting the TAWS flaps system override since the checklist has you land with flaps 2 or less for this situation. Crew selected it due to system knowledge and prevented the TAWS too low flaps warning associated with less than full flaps for landing. This needs to be added to the checklist in case of future situations.




Synopsis: C680 Captain reported receiving a fire warning message during cruise resulting in a diversion.
Date: 202004
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Landing; Taxi
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Distraction; Workload; Time Pressure
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Taxi; In-flight
Result: General Police / Security Involved
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During flight passenger needed CPR. #1 Flight Attendant (me) actively giving CPR before during and after landing until paramedics could take over. Passenger was in between 1L and 1R on the floor. Found unresponsive in first class lav. Had flight attendant back up for doors evacuation. An onboard [situation] in progress during critical time of flight.




Synopsis: A321 flight attendant reported giving CPR to an ill passenger until paramedics arrived.