elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Work Refused; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the FA (Flight Attendant) C and when I went to the aft of the AC [aircraft] I immediately smelled a burning/ smoking smell in the aft of the AC. I asked the FA B to come to the back and asked if she smelt anything. She said she could smell if from rows 28 to Aft of AC. I asked her to call up front and notify the Captain and to stop boarding the plane. Maintenance was contacted and he came on board to check it out. The Captain came to the back before Maintenance and together we checked for heat sources in the AC by touch - the lavs; etc. The ovens and coffee pots were off the entire time. We also had a CSA come onboard when we stopped boarding and she came to the back and told us she felt lightheaded and like she might faint from the smell. We gave her water and she exited the AC pretty quick. During this time the Captain was very helpful and the entire crew worked as a team. The mechanic; in my opinion didn't seem very helpful and I voiced my opinion that we need to be safe. It was going to be over a 6 hr flight. He wasn't professional especially in front of other passengers on the plane; he made a comment about the plane not being on fire. Very unprofessional. The Captain informed us that we were going to go to another gate and board another AC for our flight. The entire flight crew worked very professionally and efficiently and safe together. Safety always comes first and should always be our priority.




Synopsis: B737-800 Flight Attendant reported 'burning/smoke' odor in the passenger cabin during boarding. After coordinating with the Captain; aircraft was assigned to maintenance and flight continued on another aircraft.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Regained Aircraft Control; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Final Approach turned us to a base leg for the Runway XXR ILS. Descend to 5;000 speed 210. Then gave us a vector to join and gave us speed of 170. That vector put us above the glide slope. The CA called for gear down Flaps 15 landing checklist to get us slow and to get down to the glide slope. Then approach asked us to slow to our final approach speed. CA called 'flaps 30 final items.' About 9 miles out approach handed us to tower.Tower said 'slow to final approach speed; you have a 30kt overtake on traffic 2.5 ahead; cleared to land.' The CA grabbed the flaps 40 speed from FMS; and called flaps 40 final items. I was setting flaps 40; as I read back to tower that we were slowed back all the way; cleared to land. Tower said; this isn't going to work (approximately 2;500 msl); 'go around; climb 4;000 heading 290'. I read that back to tower as the CA called 'TOGA; FLAPS 15; check thrust'. I set flaps 15 checked thrust; and I believe we both called positive rate. CA 'GEAR UP'. I brought the gear up set heading 290 and 4;000ft CA 'CHECK MISSED APPROACH ALTITUDE.' I said '4;000 set.'A horn started going off. I announced the A/P and silenced the horn (A/T was also disconnected). As I scanned back to monitor I noticed we were entering a UAS [Undesired Aircraft State] and announced 'watch the PITCH AIRSPEED'. The CA said something (I couldn't make out what she said) was 'not working' and I assisted by pushing the yoke forward to lower the nose. The airplane also simultaneously announced 'airspeed low.' We proceeded on the missed approach and resequenced to land.


Second narrative: Inadvertently pushed TOGA twice as you know this did not help! Thrust caused increased pitch. Had airspeed low and corrected.


Synopsis: Air carrier flight crew reported ATC provided insufficient spacing during final approach causing the need for a go-around. Aircrew found aircraft in a slow condition during the go-around procedure.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Baron 58/58TC
Flight plan: IFR
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Falcon 20FJF/20C/20D/20E/20F
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the RADAR Approach Controller for four combined sectors. I had worked the sector earlier in the day and Class D airport; during that period; was departing Runway 14. I took for granted that the Tower was still departing Runway 14. My plan was to have a BE58 fly directly over the Class D airport. The BE58 en route at 2;000; heading 050; vector for the ILS; was approximately 9 miles southeast of the Class D airport. Tower called for release on the 'shout-line'. Tower asked for release on a FA20. I inquired if the aircraft was ready to go without delay. Tower responded in the affirmative. I release the FA20. The BE58 progressed to 5 SM southeast of the Class D airport. I call Tower for permission to transit their Class 'D' airspace. I realized the FA20 was departing Runway 23 opposite direction. I instructed Tower to turn the FA20 to the right heading 290. Tower said 'if they are still talking to aircraft; WILCO. I turn the BE58 right heading 130'. The FA20 checked-in approximately 2 miles off the departure end of Runway 23 reporting both level at 1;500 AGL and with the BE58 in sight. The BE58 was never given a traffic advisory. Aircraft were 500 FT and approximately 1 mile apart; diverging courses. When asking for an IFR release; Tower Controller should reiterate departing runway to be used with release request.




Synopsis: TRACON Controller described a conflict event when failing to note the release issued was from other that the expected runway resulting in an opposite direction operation; the reporter failing to note the runway change from a previous session.
Date: 202001
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
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: Distraction; Workload
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Crew Chief delivered a Dangerous Goods Form to crew of dry ice in the aft cargo compartment.  Load closeout received prior to takeoff did NOT reflect the restricted article of the dry ice; but we did not notice it was missing until after departure. Upon reaching initial cruise altitude I noticed the missing item on the load closeout and called operations to confirm whether the dry ice was indeed on board. They checked with the Crew Chief that it was on board and then coordinated with loads to send us an updated load closeout. All of the weights and other numbers were unchanged. The only difference was the YES in the restricted articles aft column. Flight proceeded to ZZZ uneventfully after that.It was late [at] night and it was raining. We were max structural weight and the ATIS takeoff runway had a 10 knot tailwind which made us too heavy to use. We had to coordinate a takeoff runway change.  Because we were so heavy we went over the takeoff data for weight; runway condition; atmospheric conditions carefully and multiple times. Due to all those factors we overlooked that the restricted articles section was missing the Dangerous Goods Form for dry ice on the load closeout.Need to remember to check not only the weights and performance numbers before takeoff but also other information like the restricted articles section. Perhaps we could have placed the Dangerous Goods Form on the pedestal until after the load closeout was received and reviewed. Or; the closeout could be formatted differently to more emphasize there are restricted articles so that it would stand out as different looking and be something we looked for when reviewing.




Synopsis: B737-800 Captain reported crew discovered; while enroute; the final load closeout form did not include required Hazmat data.
Date: 201901
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Very close to collision with a large drone.


Second narrative: On base turn at 4000 feet for Runway 22L at Newark the aircraft ahead of us reported seeing a drone off their right side within 1/4 mile of their aircraft and approximately 3800 feet. As we turned to join final Tower confirmed with us if we had heard the report of the drone and cleared us to join the localizer. As we neared the TEB VOR the Captain first spotted the drone off our right side and I also spotted it momentarily as it went by our right wing. It is very difficult to say just how close as it happened very fast. It appeared to me it was 20 to 30 feet outside of our wing tip and just below. We continued the approach and landed normally.


Synopsis: B737 flight crew reported a NMAC with drone.
Date: 201211
Local time of day: 1801-2400
Location: SEA.Airport, WA
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZSE
ATC / advisory: TRACON S46
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Time Pressure; Human-Machine Interface; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During descent on the OLYMPIA 7 just prior to the ARVAD waypoint; we were advised by Approach to expect the 16C ILS approach. Up to this point; we had briefed the 16R ILS; since that was the runway in use in the most current ATIS. So; as pilot flying; at approximately three miles from ARVAD; I reprogrammed the approach in the FMC. I unexpectedly experienced a problem when selecting the 16C ILS. The FMC displayed not only the approach; but part of the arrival as well. Specifically; it displayed all the points on the OLY7 from ARVAD and beyond. I tried to select the next point beyond ARVAD; that being FOURT; but I got an error message stating 'Altitude Restriction...'; and therefore; I could not execute the operation. So; thereafter; I line selected ARVAD from key L4 and used that to replace the current ARVAD at L1 (my fly to waypoint). As it turns out; I must have executed this operation very closely to actually passing over ARVAD; because thereafter; we continued on our northeasterly heading and flew right past the next turn point; FOURT. Approach Control noticed that we did not turn to heading 350 after FOURT as directed and depicted on the chart. Approach Control then gave us a vector to correct our ground track. The steering error did not cause any loss of separation with other aircraft. As well; the Controller did not ask us to contact him afterward. Since we were close to the airfield and in a busy phase of flight; I should have asked the pilot not flying to reprogram the FMC with the newly assigned runway. As well; even if I was to reprogram the FMC myself; I should have followed the standard procedure and ensured that the pilot not flying agreed with the programming change prior to me executing the action. Including both pilots in the programming would increase the likelihood of noticing any programming errors.




Synopsis: Just prior to the SEA OLYMPIA 7 ARVAD waypoint; ATC assigned ILS Runway 16C so the pilot flying changed the FMS runway from 16R and subsequently the track after ARVAD was dropped prompting ATC to issue a vector.
Date: 202101
Local time of day: 1801-2400
Location: ZZZ1.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Icing
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ1
ATC / advisory: Center ZZZ1
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the climb out from ZZZ on the SID we got direct ZZZZZ. On the climb in the clouds the ice protection came on normally. Within a couple minutes; the anti icing fail warning came on. There after the Bleed 2 Valve Fail also came on. We pulled out the QRH and ran the checklist for the events. Sometime above 15;000 ft. and while still running the QRH; the cabin pressure was being lost at around FL200; the oxygen masks deployed in the back. We also put our oxygen masks on in the cockpit. Notified ATC that moment [received priority handling] for the nearest airport due to loss of cabin pressure. ATC directed the flight to ZZZ1 being the closet. We diverted to ZZZ1. Ran all checklist for descent and landing to ZZZ1. Landed safe and taxied to the gate. Completed the after landing and parking checklist upon arrival. Passengers deplaned at the gate. EICAS alerted. Anti-icing; Bleed 2 Valve Fail and loss of cabin pressure.Diverted Due to the nature of the events; ZZZ might have been a better return option.




Synopsis: EMB 145 Pilot reported loss of engine bleed air caused loss of cabin pressure and anti ice protection; resulting in an emergency descent and a diversion.
Date: 201809
Local time of day: 1201-1800
Location: MIA.Airport, FL
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground MIA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Airport; Procedure
Primary problem: Airport

Narrative: Taxiing for departure on Runway 08R. We were told by ATC to taxi via Papa and stay on the left line. This is the first time that I have been on the left line. There were several aircraft ahead of us on November and Mike. We were surprised to be cleared to line up and wait ahead of the other aircraft. We had to talk to the Flight Attendants (FAs) and run the taxi checklist below the line. Captain's leg. We were cleared for takeoff prior to reaching the runway. It was very dark past the hold short lines. There are no lead in lights and no runway end identifier lights on either Runway 08R or 12. Following the most left line leads you to Runway 12 as it splits at a slight angle from the left line to 08R. I was trying to follow ATC instructions to stay on the left line. Again; it is very dark there and it is far too easy to follow the wrong line. I was following the line and looking to the right for the end of Runway 08R. Again; there are no lead in lights or REILS. I saw the end of Runway 08R and was turning right toward it when ATC told us to turn right. We taxied onto Runway 08R and made the takeoff when cleared. Poor taxi line markings and lack of lighting in an area where multiple runways converge. Improve the taxi line markings making it clear which lines lead to which runway. Install lead in lights and runway end identifier lights.




Synopsis: B737 Captain reported poor taxi line markings and lack of lighting in an area where multiple runways converge.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Ramp ZZZ
Aircraft component: Winglet
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Workload; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Maintenance
When detected: Other Post Flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Received a phone call concerning damage found on Aircraft X.  I was Pilot flying and First Officer on the aircraft that morning.  I did not see any damage to scimitar winglets on my walk around.  Taxi out; takeoff; flight; landing; and parking were all uneventful and at no time did the winglets come close to objects that would cause damage.




Synopsis: A B737-800 First Officer reported that he was notified about scimitar winglet damage to an aircraft he had flown. The damage was not evident during his preflight walk around and he was not aware of any contact during taxi or inflight.
Date: 201908
Local time of day: 1201-1800
Location: P50.TRACON, AZ
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class B PHX
ATC / advisory: TRACON P50
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; General Flight Cancelled / Delayed
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working satellite airport sectors combined with moderate IFR traffic. Aircraft X was being vectored for an ILS approach; descended to 5000 ft. Additionally I had 2 IFR aircraft being vectored to other airports. At this point I lost all communications and was unable to reach any of my aircraft. I attempted to use both main and standby frequencies; all 4 headset jacks; the ET-4 tunable frequency; and the orange Telco jack. No matter what I attempted I was unable to reach any airplanes. The two sectors next to me attempted to reach aircraft on 121.5 and attempted to use my frequencies in case it was just my sector that had issues. We stopped departures off of PHX because several of the aircraft were on vectors towards the airport at 6000 ft. and 7000 ft. Additionally; I alerted Tower and Center that I had lost communications. Aircraft X continued on their last assigned heading across the localizer at 5000 ft. and entered a 5300 ft. Minimum Vectoring Altitude. It was at that moment that one of the other aircraft on frequency called me. I verified that they could hear me and then immediately issued a climbing left turn to Aircraft X to get them away from the higher terrain. From that point on all frequencies appeared to be operating normally. The Controller next to me had noticed that [at] the same time I lost all of my frequencies; the Tower Radar was showing in alarm (I believe the antennas for my frequencies are co-located). After the event the Supervisor said the tunable backup radio was tuned to the wrong frequency. I estimate that I had lost the frequencies for 4 to 5 minutes. It would help if antennas were not co-located at the same site. After discussing with other controllers; it sounds like this might have been the 3rd time this sector has lost frequencies.




Synopsis: P50 TRACON Controller reported losing all their communications resulting in an aircraft flying below the Minimum Vectoring Altitude.