elihoole/asrs-aviation-reports huggingface dataset:
Date: 202010
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FA (Flight Attendant) reported odd smell in galley.  No smoke or heat.  Could not determine location.  Happened during descent profile into ZZZ1.  Ran immediate action item for smoke [and] fumes and then continued checklist.  As we turned off cabin electrics the FA reported the smell went away.  Flight deck crew conferred and elected to continue with briefed arrival with plan to immediately divert to ZZZ2 on our right at first sign that indications returned; as the difference in time to ZZZ2 was very short and would entail coordination/briefings that would entail a delay to make sure we did not miss anything.  Uneventful approach/landing ZZZ1.  Had FA show local Maintenance where they had smelled the 'fumes'.  Captain called Duty Manager for debrief.  Duty Manager conferenced in Maintenance Control to determine if smoke/fume checklist needed to be run.  It was determined to be not required.  Captain made electronic logbook entry into ACARS.  Local Maintenance briefed on position of switches in NON-NORMAL position based on checklist (we did not want to re-engage aircraft power at the gate by setting switches to normal termination checklist positions).  Local Maintenance told us to leave BATT SWITCH on as he had some checklists to run.




Synopsis: B737 Captain reported in flight notification by Flight Attendant of fumes in the cabin. Flight crew completed an uneventful landing after the fumes dissipated as a result of completing initial portion of the fumes checklist.
Date: 201208
Local time of day: 1201-1800
Location: PCT.TRACON, VA
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON PCT
Aircraft component: FMS/FMC
Component problem: Malfunctioning; Improperly Operated; Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Human Factors; Chart Or Publication; Aircraft
Primary problem: Ambiguous

Narrative: [When descending via the] FRDMM ONE RNAV arrival with autopilot on and NAV selected; when you pass FRDMM Intersection the autopilot NAV mode clicks off and goes to roll mode. Had we not been paying attention to it and rearmed NAV mode we would have gotten off course. This is the second time this has happened in a different plane. Also the FRDMM ONE RNAV STAR is very distracting to the point were it seems like one pilot's FULL attention is necessary to meet the step down restrictions and half the other pilot's attention is on it; too. This distraction could cause crews to miss something. This STAR might be a good approach for the 170/175 jets but on a 145 it is very distracting trying to make all the altitudes work out right.Fix the software in the FMS or don't file us for the FRDMM STAR.




Synopsis: When flying the FRDMM RNAV STAR to DCA an E-145 Captain advised the FMS NAV mode reverts to the ROLL mode when passing FNCHR and must be re-selected to continue to track the arrival. The reporter also cited excessive complexity of the many crossing restrictions required by the STAR which demand excessive attention by the flight crew during a critical phase of flight.
Date: 202012
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion; Human-Machine Interface
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: On arrival into IAH we were assigned to descend via the LINKK1 RNAV arrival and subsequently cleared the ILS Runway 27 approach. We selected 1;500 ft. in the MCP to comply with the restriction at the FAF. Over GILLL intersection ATC asked me to maintain present speed of 240kts. I speed intervened to comply with the clearance as the aircraft would have started to slow to 210kts over RDFSH. The aircraft came out of VNAV Path into VNAV Speed and descended below the path. I went into vertical speed mode and selected a descent rate to approximate the path using the VDI (Vertical Descent Indicator) scale. My expectation was that I was going to be given a 'resume normal speed' clearance fairly quickly as there was not any traffic behind us as was apparent to me. Unfortunately; we were not given the clearance and I was slow to stop the descent using vertical speed mode over SYYKO intersection and elected to disengage the autopilot and hand flew the aircraft to stop the descent in a more expeditious manner. We climbed back to 3;000 ft. and resumed the profile uneventfully.




Synopsis: Captain reported failing to level at assigned altitude due to compliance with ATC's requested speed increase.
Date: 201907
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
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: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Smart bag checked in with lithium battery still in battery compartment.




Synopsis: Commercial Airline Ramp Agent reported unloading Smart Bag with Lithium Ion battery installed.
Date: 202109
Location: PHL.Airport, PA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B PHL
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While departing [Runway] 9L from PHL; I observed a drone pass down the right side of the aircraft. We were passing through approximately 1;500 feet. The drone appeared to be a couple hundred yards to our right and below the aircraft.  I informed PHL departure when I checked in with them.

Callback: Reporter stated the UAS was several hundred yards away and of a quad style. Reporter also mentioned unauthorized UAS operations were listed on the departure ATIS.



Synopsis: Air carrier flight crew noticed a UAS while on climb out and advised ATC.
Date: 202104
Local time of day: 1801-2400
Location: EUG.Airport, OR
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class D EUG
ATC / advisory: TRACON EUG
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Environment - Non Weather Related; Airspace Structure; Aircraft
Primary problem: Airspace Structure

Narrative: Aircraft X was inbound on the RNAV Runway 34L approach. After they switched to my frequency; I issued traffic at their 10 o'clock and 10 NM eastbound. I was not talking to the VFR traffic that was crossing the approach path for Runways 34L and 34R. The traffic (Aircraft Y) called me up when they were about 2 NM from Aircraft X on a converging path and lower altitude. Aircraft Y was about 1 NM south of the EUG Class D. While they were about 500 feet below Aircraft X; and said they had Aircraft X in sight; it seemed to have the potential to cause an RA for the descent of Aircraft X. Aircraft X later called Aircraft Y in sight and passed 500 feet above them. Had the timing or weather been slightly worse; the situation could be much more dangerous.EUG should have a Class C airspace for the purpose of requiring VFR aircraft to be in contact with ATC while crossing the approach and departure paths at conflicting altitudes.




Synopsis: EUG TRACON Controller reported an airborne conflict between an air carrier aircraft and a VFR helicopter. Controller suggested EUG should be a Class C airport requiring VFR aircraft to be in contact with ATC while crossing air carrier approach/departure paths.
Date: 201704
Local time of day: 1201-1800
Location: SFB.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Landing
ATC / advisory: Tower SFB
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: Student went on a solo cross country. Student claims that his approach speed was 65 kts. He did a normal landing and after touchdown the aircraft drifted off the centerline to the left. Student does not remember if the longitudinal axis of the airplane was parallel to the runway. And he is not sure what caused the aircraft to drift off the runway. Student says that he was scared to use right rudder as it would have toppled the airplane. The tower also asked the student to use caution for wake turbulence from departing traffic on [a parallel] runway.




Synopsis: C172 instructor pilot reported his student experienced a runway excursion during landing roll that may have been related to a wake turbulence encounter.
Date: 201712
Local time of day: 1201-1800
Location: 39N.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZNY
ATC / advisory: Center ZNY
Second aircraft: M-20 S Eagle
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was cruising eastbound; just south of 39N; at 2;800 ft. I watched on ADS as [a Mooney] departed Runway 28 at 39N and entered a climbing left turn. The aircraft was behind me; and much faster than my C172. The plane leveled at 2;800 ft; headed directly toward me and a mile behind me. At that moment; NY Center said 'traffic six o'clock; same direction and altitude; fast-moving.' I performed a chandelle to get out of the way of the other aircraft; which never changed course; altitude or speed. I have ADS-B OUT and IN; and it has been verified. Since the other aircraft obviously had ADS-B OUT; I assume it had the IN function as well. There was no way I would have avoided a collision; even with ATC warning; if I did not see for myself how immediate the threat was. I can easily believe that a plane overtaking a 172 from behind would have very little cross-section to see visually; but how did they not glance at their own ADS-B? I'm really puzzled. If we buy these things and don't use them; what's the purpose of having them?




Synopsis: C172 reported taking evasive action to avoid a midair collision departing 39N airport.
Date: 201507
Local time of day: 0601-1200
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Nacelle/Pylon
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: It would seem I am the only Pilot; writing up this particular item (Cowling Strake/Vortex generator erosion/moisture seal for the 737-700 and -800). On one out of ten preflights; I have this condition. (The forward portion of the silicone seal is completely eroded away/missing.) I have been told by Maintenance and Captains; 'It's OK!' When written up; it generally causes a significant delay which could be averted if Company had an MEL or other procedure to deal with this item other than Engineering creating a Maintenance note an hour later.When this seal erodes; precipitation enters the cavity between the strake and cowling and then freezes in a confined space. If this seal was not important; the manufacturer would have omitted it from design. Because it is there; then I am required by the Company 737 AOM to observe that area on a preflight. The last time this happened; I caught it from the Mechanic for having him check it out. He sent pictures to Engineering which grounded the aircraft until they created a Maintenance note (one-hour delay) and then the Captain was angry and that caused a verbal confrontation on the flight deck and he invited the FO to leave the aircraft.....wow really? The next leg at a Crew Base; I called off of the trip which was the first time in 26 years of professional flying.The Mechanic also took the Captain aside and told him that there is one Pilot in the Company system out there who is writing this item up repeatedly. I should NOT have to feel GUILTY about finding an item on an aircraft that has worn beyond limits. At my previous airline; this item was a five-minute paperwork fix and we were back on our way! Because Company Maintenance does not have a procedure on hand to address this particular issue; it should not be a potential detriment to my aviation career. Get Company Maintenance to address this issue and fix it before it becomes a problem. (How hard is that?) Put a picture of a worn/bad seal on the walk around video




Synopsis: B737 First Officer reports being admonished by his Captain and a Maintenance Technician for reporting an eroded silicone seal on the engine cowl strake resulting in a delay.
Date: 201912
Local time of day: 1801-2400
Location: RJJJ.ARTCC, FO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center RJJJ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Just prior to top of descent at FL 330 we experienced wake turbulence for 3-4 seconds. We went from smooth to light-mod turbulence according the iPad app. Seat belt sign was on. Flight attendants check-in PA was made and no injuries were reported. An aircraft was observed on TCAS 1;000 ft. above us perpendicular to our course. ATC was advised.


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


Synopsis: B737NG flight crew reported encountering wake turbulence at FL330 in RJJJ airspace.
Date: 201906
Local time of day: 1801-2400
Location: LLLL.ARTCC, FO
Flight conditions: VMC
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed; 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: Distraction; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On downwind descent to 5;000 feet into TLV on the GEFEN1C RNAV Arrival; RNAV RNP accuracy degraded below the required 1.0 NM; showing possible 1.5 NM error.  Got a number of EICAS Messages including GPS-R inop and ADS-B updating; Unable RNP; etc.  Pilot Monitoring called ATC and requested radar vectors to final on ILS26 and ATC complied.  Simultaneously; an [aircraft] also reported nav issues and requested vectors.  We had been briefed by the other Relief Pilot that this might happen because he had had the same thing happen; plus a map shift; last week when he flew to TLV; so we were prepared for the eventuality and Pilot Flying intercepted the ILS26 and landed with no further complications.  The aircraft automatically wrote up the EICAS messages and we debriefed with the maintenance guys after arrival.  The repeated EICAS messages at low altitude were a distraction.




Synopsis: Heavy transport aircraft First Officer reported GPS failures on the approach at this foreign international airport.
Date: 202110
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: B787-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Hydraulic Main System
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: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Roughly XA:20 into the flight; southwest of ZZZZ; the HYD QT LOW R alert displayed on the MFDU (Multi function Display Unit). Accomplished the checklist. Selected the HYD page from the Systems menu and noted the right hydraulic quantity indicated .34. Called dispatch and requested Maintenance Control be conferred in. Requested Maintenance Control's input on securing the right engine primary hydraulic pump. Maintenance Control concurred it would be beneficial to secure the right engine primary pump; and it was secured. The right electric demand pump activated. The right hydraulic quantity continued to decrease. Secured the right electric demand pump. The right hydraulic quantity indicated .16 when the right electric demand pump was secured. After conferring with dispatch and Maintenance Control; it was determined that the preferred course of action was to continue to ZZZ. The right hydraulic quantity stabilized at .12.




Synopsis: 787 Captain reported right hydraulic system quantity began dropping and elected to secure the right engine driven pump and the right electric motor driven pump.