elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 1801-2400
Location: RDU.TRACON, NC
Flight conditions: VMC
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: Initial Approach
Airspace: Class C RDU
ATC / advisory: Tower RDU
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: While conducting an approach to Runway 5L at RDU we experienced several intermittent full scale localizer fluctuations and a slight map shift as well. These fluctuations began to occur at around 4;000 feet msl.  The weather was VFR and I asked the Tower if they had received any reports of problems with the localizer. They said no (from both aircraft preceding and following us) and that the ILS critical area was clear. The localizer fluctuations ended at about the marker. While we were landing in visual conditions; this would have required a missed approach in IFR weather. After arrival at the gate I asked the flight attendants if they noticed passengers using cell phones and other electronic devices.  They indicated many were. I believe that it is possible many passengers are not leaving their PED's in airplane mode and this could contribute to the signal interruptions we were getting. A review of the aircraft maintenance log the following day showed no faults and ok for service. Now that regulations have changed with regard to portable electronic devices; I believe we are going to see an increase in these type events. I think in addition to flight attendant announcements regarding our policy it would not hurt to have some random sampling of passenger's  devices that are observed in use. They could ask to see the settings page to insure they are in airplane mode.




Synopsis: Air Carrier Captain experiences localizer oscillations during approach in VMC that he suspects may have been caused by an electronic device.
Date: 201910
Local time of day: 1801-2400
Location: LFPB.Tower, FO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Falcon 7X
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower LFPB
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Confusion; Distraction; Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: On visual approach aircraft lost both GPS and IRS signals. Both primary flight displays went into raw data. Both primary flight displays lost synthetic vision. All went back to normal mode within 30 seconds. Upon investigation; ATC at LFPB said it has happened numerous time that day to other aircraft.




Synopsis: DA-7X First Officer reported GPS/IRS failure on approach and ATC reporting happening numerous times.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic System
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 Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flying at FL310; deviating around thunderstorm activity. Bleed Valve 2 Fault message on ECAM. Unable to clear; subsequent Pack 2 Fault. Pack 1 Bleed Valve 1 was [currently] deferred. FO leg; remained PF. Ran appropriate ECAM checklist. Unable to restore Pack 2 and aircraft unable to maintain pressurization. Donned O2 masks and requested descent to 10;000 or lowest MEA. Center reported moderate to severe turbulence in area. Requested vectors to a ZZZ1 airport (80 NM from our position). Sent divert message via ACARS to Dispatcher and informed company. Vectored to visual and flew the RNAV [approach]. Rest of flight uneventful.


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


Synopsis: A300 flight crew; dispatched with Number 1 pack deferred; reported diverting to a nearby alternate when they were unable to control cabin pressure after losing pack Number 2.
Date: 201812
Local time of day: 1801-2400
Aircraft: Helicopter
Flight phase: Climb; Cruise; Descent; Landing; Takeoff / Launch
Reporter organization: Personal
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Routine Inspection
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Company Policy

Narrative: In conducting research in regard to the accuracy of the FAA's Airport Master Record (5010) database system significant discrepancies have been discovered. While auditing four different states for hospital heliports; Ohio; Indiana; Wisconsin and Tennessee; numerous hospital heliports were found to be unaccounted for. Ohio-44; Indiana-36; Wisconsin-42 and Tennessee-38. Given these numbers it is estimated upwards of 2;000 hospital heliports may be unaccounted for in the U.S. The criticality of this is based on the fact that the FAA has provided UAS and Drone operators with the B4UFLY application to alert them when they are in proximity of any airports. Since the B4UFLY application; as does every other aviation database and GPS; pulls its information directly from the FAA Airport Master Record Database; any facility not identified in that system will not appear in the B4UFLY; hence the UAS or Drone pilot would never know these facilities existed and would not know to avoid the area or to alert the hospitals of their operation as required by Part-107. The primary reasons identified for this lack of information are the fact that hospital heliports are qualified as 'private' facilities; even though commercial operations are performed at these locations; and the FAA has never been given any legal jurisdiction or authority over private facilities and cannot enforce compliance. With the continually increasing number of UAS and Drone operations being conducted in the U.S.; the risk exposure for a potential incident continues to climb every day.




Synopsis: An EMS Helicopter pilot reported many hospital heliports are not in the FAA Airport database provided to drone operators to use to avoid the airspace.
Date: 201212
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During the climb; we got an altitude warning horn at approximately 11;000 FT MSL. I was hand-flying the aircraft; so I smoothly leveled the aircraft off at 12;000 FT while my First Officer donned his oxygen mask. I notified ATC that we were going to stop our climb at 12;000 FT then I donned my oxygen mask. In the meantime; my First Officer realized that the engine bleeds were off and the APU bleed was turned on. He turned on the left engine bleed air; turned off the APU bleed air (the APU was off); and the cabin slowly began to descend. Once the cabin began to descend; we turned on the remaining engine bleed air. The cabin altitude descended below 10;000 FT within a minute; so we removed our oxygen masks and checked the QRH Cabin Altitude Warning Checklist. We then resumed a normal climb.


Second narrative: The new engine start procedures are still very uncomfortable to accomplish after numerous repetitions. Whether true or not; I feel pressure to rush engine starts and after engine start flows from several captains.


Synopsis: B737-700 flight crew reported getting the cabin altitude warning horn on climbout; at which point they realized the engine bleeds were off.
Date: 201201
Local time of day: 0001-0600
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute at cruise; FL360; felt and heard a thump on the left side of the aircraft. Immediately noticed that the L1 window was cracked and spider webbed from the lower left corner; 2/3 of the way across. Pulled out the QRH and went through the Window Damage checklist. No inner damage or air leak was detected; so the decision was made to continue to our destination. Descent and landing were normal; with the First Officer making the landing.


Second narrative: Cruise flight at FL360; we heard a loud thump. Looking up; the Captains #1 window had a large spider web of cracks across the outer pane. We ran the QRC procedure; selecting the window heat to off; [and] noted there was no change in airflow or cabin pressure. We elected to continue to destination and not declare an emergency at that time. No weather or turbulence was noticed in connection to the window's cracking before or after the event. On landing there was a baseball sized cluster of cracking in the lower left corner of the window.


Synopsis: B757-200 flight crew reported Captain's windshield outer pane failed at FL360 since the inner pane was undamaged; the flight continued to destination.
Date: 201811
Local time of day: 1201-1800
Location: AVQ.Airport, AZ
Flight conditions: VMC
Aircraft: DA40 Diamond Star
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class G AVQ
ATC / advisory: CTAF AVQ
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was on a VFR flight with a student and we were practicing an approach; RNAV GPS 12 at AVQ. We took airport advisories beforehand to see what runway they were using. They told us [Runway] 30 was in use and from 14 miles out my student made calls with our position as well as our intentions of circling to land for 30. My student made various calls throughout the flight. Right before my student reached circling minimums; I [told] him to look up and to break off the approach to join right traffic for 30. My student did just this as I made the call to Marana traffic. Shortly after; a Cessna plane; swooped in right over us saying they were turning right crosswind for runway 30. My student said on the radios he had traffic in sight. I brought the power back and leveled out the plane to prevent any further climb/collision. The other plane was above us at traffic pattern altitude; about 3000 ft. They were above 500 ft. above us and 50 ft. ahead. We couldn't climb. And we could not turn nor slow the plane down; since we were already low on altitude. I told my student we would be doing a short approach since we definitely were low and we were at a good distance. I made the call on radios that we were turning base. Then; I also made the call that we were on final. The Cessna pilot then realized we had gotten ahead. He said we had cut him off. But in actuality; 1) he had cut us off when we said we were breaking the approach to join downwind and 2) we were lower than him the whole time so lower aircraft have priority.




Synopsis: DA-40 instructor pilot reported being cut off by another aircraft while making a circle to land.
Date: 201408
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Weather elements / visibility: CAVU
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Other Maneuvering
Airspace: Class E ZLA
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
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: Introductory flight in C-150B.  After one full-stop taxi-back landing; and one touch-and-go; proceeded west-south-west of the field for maneuvers.  After clearing turns; steep turns; one chandelle; one power-on stall; and one power-off stall; upon power application during power-off stall recovery; the engine produced only partial power.  Carb heat was applied during low-throttle and idle-power maneuvers.  Pilot not flying noted engine not making full power; and began pumping throttle; this restored some power temporarily.  I (pilot flying) checked and adjusted mixture to full-rich; cycled carb heat from ON to OFF to ON; and began turning towards an airport.  It became apparent the remainder of the flight would be at partial power; so we chose to make a precautionary landing on an available dirt road in our vicinity. Landing on road was normal (full flaps; smooth touchdown; full braking to a stop).  Engine remained at partial power throughout approach and continued idling after landing until we shut it down.  We kept the fuel ON since the engine continued to run; and we preferred to have the option of using the partial power remaining.  There were no injuries; property damage; or damage to the aircraft.




Synopsis: C-150 pilot discovers after performing some basic flight maneuvers; that the engine will only produce partial power. A landing on an available dirt road is chosen as the least risky option and accomplished successfully.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Compressor
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; 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; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Descending into ZZZ; approximately FL120 ECAM showed eng 2 compressor stall lasted approximately 7 seconds then went away Initially thought it was a spurious alert; but it came back with multiple ECAM alerts all appearing and disappearing in a rapid fashion. Was attempting to verify what was happening through assessing what we actually had. After verifying high EGT and abnormal n2 rotation speed coordinated engine shutdown with First Officer who was the pilot flying. Requested priority handling due to single engine ops; but did not suspect severe damage in that we had no vibration; and no fire warning. Landed in approximately 20 minutes; uneventfully.We became very task saturated very quickly however; we were able to maintain positive control of the aircraft and of the situation.  ATC did an amazing job supporting our flight to ZZZ. There is not much anyone could have done to prevent this event.




Synopsis: A321 First Officer reported compressor stall on #2 engine. Flight Crew elected to make an in flight shut down of the affected engine and continue the approach to landing.
Date: 201907
Local time of day: 1201-1800
Location: BFF.Airport, NE
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Dusk
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Weather
Primary problem: Weather

Narrative: Held on STAR due to weather going into ZZZ. Once vectored off and assigned different STAR we were notified that there were micro burst alerts at ZZZ and it would be at least 40 minutes for landing. Not having the fuel to continue to hold we opted to divert to BFF where we would land with 5;500 LBS of fuel. Approximately 60 miles out from the field we were informed that we would be holding due to volume of aircraft diverting to BFF. We informed the Controller of our situation and ultimately declared minimum fuel when the time came. The issue we faced was that at least 2 out of the 5 aircraft going into BFF were also in a negative fuel state and aircraft were not canceling IFR quickly enough at the uncontrolled field to allow a constant flow of landings. We were ultimately vectored onto approach and landed uneventfully with 3;400-3600 LBS.




Synopsis: First Officer reported aircraft diverted to alternate airport and landed with less than minimum fuel onboard.
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cruising at FL370 and I was the FO (First Officer) and PF (Pilot Flying.) While in cruise; I noticed the cabin altitude increasing. After pointing this out; the crew felt the pressure changing and heard a whistling noise as if someone had opened a window or door. The cabin altitude passed 10;000 feet and continued to climb. The CA (Captain) instructed me to put on the O2 mask and begin a descent. The CA then informed ATC. The crew accomplished the Rapid Cabin Depressurization and Emergency Descent checklists. The CA then notified the FA (Flight Attendant) of the situation and told her to put her O2 mask on as well just in case the aircraft continued to lose pressure. The oxygen masks in the cabin were not deployed as the cabin pressure never exceeded 14;000 feet and the CA elected not to manually deploy the masks as the cabin altitude was slowly decreasing.The cabin pressure reached 12;000 feet by the time the descent was initiated. The CA elected to divert to [a nearby alternate] as it was close and a [company] serviced station. The planned alternate was over 150 nm away. The CA elected to descend to 10;000 feet and get the aircraft safely on the ground sooner than later as we did not know the cause of the pressurization failure.The crew safely landed the aircraft with no injuries to crew or passengers. Auto pressurization mode fail.Thanks to the training department about the job they do on preparing the pilots.




Synopsis: EMB-145 First Officer reported descending to a lower altitude and diverting to a nearby alternate airport due to loss of cabin pressure.