elihoole/asrs-aviation-reports huggingface dataset:
Date: 201304
Local time of day: 1201-1800
Location: MYR.Airport, SC
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C MYR
ATC / advisory: Tower MYR
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During vectors to ILS 36 about 5 miles west of MYR at 2;000 FT we received a GPWS oral warning 'Whoop; whoop; pull up; terrain terrain' We were IMC so we performed the escape maneuver and climbed to about 3;500 FT and informed ATC. I checked our altimeters which were correct and there was no terrain in the area that could have triggered the GPWS. We continued the approach and landing.




Synopsis: While being vectored for approach in IMC to MYR at 2;000 FT AGL; a CRJ-200 flight crew responded appropriately to a GPWS terrain warning. The reporter checked their altimeter settings; which were correct; and could find no other apparent cause for the warning.
Date: 201711
Local time of day: 1201-1800
Location: ONT.Airport, CA
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Human-Machine Interface; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: During climb on ONT SID; received numerous clearances last one being climb via SID except maintain 14;000. We blew through the 7;000 foot altitude at RAJEE by a few hundred feet and were correcting when ATC queried us. Said [our company] aircraft were a problem.Flown out of ONT for years on all versions of the same or similar SID off 26R; hard left turn; 4;000 feet then 7;000 feet. New visual Jeppesen SID/STAR altitude depictions are a problem; as are the numerous expected changes in expected ATC clearances over the years. (Maintain 4;000; ignore 4;000; but maintain 7;000; climb unrestricted; climb via except maintain.)Improve ATC phraseology to be more specific; or just let us fly the SID/STAR as programmed. Seems like the more workload we dump on automation and then change it to cram more traffic in the same airspace causes most of the problems.




Synopsis: A B737-800 Captain reported while on RAJEE SID; ATC issued numerous amendments to published procedure using non-standard; or nonspecific phraseology. This; along with new Visual Jeppesen SID altitude depictions contributed to altitude deviation.
Date: 201808
Local time of day: 1201-1800
Location: GRK.TRACON, TX
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: M-20 R Ovation
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E GRK
ATC / advisory: TRACON GRK
Second aircraft: Sail Plane
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: I had to get a new MFD in the aircraft. After installation; the shop was reprogramming the G1000; I got the paperwork and everything appeared to be working during preflight. On an IFR clearance flying my Mooney; with autopilot engaged at 8000 MSL near FORSS transition; I saw a conflict glider not moving in the windscreen but getting larger; on a collision course from my 11 o'clock. He was at 8000; and if I had not deviated; I would have certainly had a mid-air collision. The glider never saw me and was not talking to anyone that I'm aware of. I had no indication in the cockpit. I reported the near miss with the glider and the corresponding altitude dev. I did not hear any warning from ATC that I was in an active glider area; nor did I see any depiction on the VFR sectional in Jeppesen app on my iPad. Probably missed the glider by 500 ft after taking evasive action. My concern is to keep a similar incident from occurring again. If I was heads down; I may not have been here to write this report. It would have been very valuable to get a heads up from ATC that I was in an active glider zone. I leveled back at 8000 and re-engaged the autopilot. Shortly after FORSS; I noticed an error with my G1000 GPS; I was stuck in GPS Terminal Mode instead of Enroute. Then I noticed the GNSS fail message on the STEC autopilot. I began to troubleshoot and the autopilot decoupled from the nav mode and went into a heading mode. When I pulled out the chart I realized I was east of where I was cleared; proceeding on a 020 heading; but my clearance was [elsewhere]. I fessed up to the navigation error; and ATC gave me present position direct to ZZZZZ for the rest of the arrival. The rest of the flight was uneventful. My G1000 needs further programming I am now aware to prevent a similar occurrence. Now that I am aware of how this system behaves; I will know what to watch for in the future to prevent this from happening again.




Synopsis: M20 pilot reported a NMAC with a glider; followed by a G1000 malfunction.
Date: 201904
Location: ZZZZ.Airport, FO
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After a normal taxi and takeoff; while climbing through FL180; the flight attendants called to report a burning smell around row 20. They reported that the smell was stronger than they had experienced in the past but reported no smoke. I was going to go on break soon; so the Captain sent me to the cabin to assess the situation. Around row 18; I started noticing a strong electrical burning smell. One of the passengers reported seeing a flash above row 18 right before the smell started. I returned to the forward galley to talk to the Captain using the inter-phone. While telling him what I had observed; I thought it looked hazy in the back. I asked the Purser if he thought it looked hazy and he said 'It does look a little hazy.' I informed the Captain that we observed some haze and that I wanted to take one more look. I wasn't able to gather new information; so I went back up to the flight deck. We all discussed it and the decision was made to return to ZZZZ. While the Flying First Officer started the divert back to ZZZZ; the Captain directed me to finish the Smoke; Fire or Fumes Checklist. He said he had completed the first 5 steps; so I reviewed the first 5 steps to ensure they had been done. We discussed the issue of oxygen masks but decided it would have been a larger threat to communication by donning them; with no evidence of smoke in the cockpit; than not donning them. After finishing the smoke fire or fumes checklist; the Captain directed me to accomplish the Overweight Landing Checklist as we had decided not to dump fuel. I accomplished that checklist and figured the performance limit weight and required landing distance using the performance tab in the QRH. A few times on the descent we received an R HYD SYS LOW PRESS and BRAKE SOURCE EICAS messages. We determined the right hydraulic system had pressure and appeared to be operating normally and reviewed the BRAKE SOURCE QRH even though it ultimately was not needed. Once the non-normal checklists were completed; we gave the flight attendants a briefing and made a PA to the passengers. After completing all remaining checklists; we landed normally in ZZZZ.




Synopsis: B767 First Officer reported being notified by flight attendants of burning smell in passenger cabin.
Date: 201909
Location: ZZZ.Airport, US
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Parked pre-departure
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: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Maintenance Action; General Work Refused
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During our pre-flight; we received no notification of any dangerous goods being loaded. No dangerous goods on the EPNF print out. As we are getting ready to push; I look at the SVC INFO Summary print out; and notice it says DG- YES on the bottom? So that gets my interest up and I call ZZZ Operations. They tell me to standby; and then come back to tell me that we have just loaded some dry ice in the front pit last minute. I tell them I need the DG print out on what is boarded and the drill codes before we can push. The tug driver is now on the intercom asking me to call for push. Operations says they will check into it. About this time; our final weight manifest prints out; it shows no dangerous good loaded at all. So now; other than noticing the DG-YES on the SVC INFO form; nothing else has told me I have dangerous goods onboard. The tug driver calls ready to push; yet I still have not received the Final DG Summary print out which is required prior to push. I call Operations again inquiring about when I will get the Final DG Summary. They are still trying to figure out what all is going on.  They then spend about 5 min trying to get the DG into load planning so that we can get the Final DG Summary; but to no avail. I finally tell Operations we should just offload the dangerous goods and proceed which they agreed to and had it removed.




Synopsis: B737 Captain reported a communications breakdown between flight crew and Dispatch regarding conflicting DG information documents provided to flight crew.
Date: 201301
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Learjet 35
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Second reporter function: Enroute
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control
Result: General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: A Learjet at FL310 south eastbound requested lower altitude. RADAR called traffic at 11 o'clock and seven miles Westbound at FL300; lower when you're clear. The Learjet responded we can't hold altitude for pressurization; need a descent and turn. RADAR issued heading 090 and descend to FL240; we then coordinated lower with Sector 63. Aircraft issued descent to 15;000 and switched to 133.95.


Second narrative: Aircraft requested lower; I issued traffic. Pilot requested lower again; I re-issued traffic. Pilot then delared an emergency and requested a turn and lower. I issued a turn and lower. Then coordinated lower with the next sector and gave the pilot further descent. If the aircraft would have declared an emergency when they first asked for lower I could have gotten them lower sooner.


Synopsis: Enroute Controller described a potential conflict event when traffic with pressurisation issues started a descent into other IFR traffic; the reporter noting an earlier pilot emergency declaration would have been helpful.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; 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 Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aft cabin flight attendants called me and asked if I smelled the odor of a fume event; I said that I didn't smell anything and they then called the Captain to inform him of the odor.  That is all that we did at this time.


Second narrative: During descent and landing the Flight Attendant 2 and I both smelled a very strong dirty socks smell. F/A2 called the Captain and he said it was just moisture burning off; but we both have had fume events before and recognized the smell right away. We both kept our mouths and noses closed until the smell passed. I felt slightly dizzy initially; but then felt fine after a few minutes passed.


Synopsis: Air carrier flight attendants reported a fumes event during descent which resulted in cabin crew experiencing health issues.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dawn
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Traffic pattern
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: On downwind abeam the PAPI the aircraft began banking to the right. My student was at the controls; and I asked why she was banking. She said it wasn't her. I immediately took controls and began to try to bank the aircraft to the left. The controls were unresponsive. I increased left aileron and the plane banked to the left about 5-10 degrees. I tried to correct back right and the aircraft began banking left and right about 4-5 times. On base and final the aircraft responded normally. This event occurred on the second lap in the pattern. The previous lap was normal. There was no visible frost on the wings in flight. Originally; I did not think frost was the problem; but upon further reflection I believe that was the issue. I believe that frost built up on taxi and on the first lap in the pattern that was not visible from the cockpit due to the sun's glare on the wings. When we shut down I noticed a decent amount of frost that had built up on the wing on our taxi back.




Synopsis: PA28 instructor on a training flight with student reported having control difficulties possibly related to frost build-up on the wings.
Date: 201807
Location: MSN.TRACON, WI
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C MSN
ATC / advisory: TRACON MSN
Reporter organization: Air Carrier
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was vectoring an aircraft on a 6 mile right base. I descended the aircraft to the Minimum Vectoring Altitude (MVA) of 3;500 feet. The Low Altitude alert went off as the aircraft was past the obstacle descending through 2;700 feet. After reviewing data I missed the read back. Aircraft X read back 2;500 not 3;500. The aircraft crossed the obstacle at 3;000 feet; five hundred feet below the MVA. I should not have used an altitude such as three thousand five hundred that can easily sound like two thousand five hundred. I should vector to avoid overflight of antennas and be more proactive on read backs.




Synopsis: MSN TRACON Controller reported not detecting an aircraft read back the wrong altitude and it descended below the Minimum Vectoring Altitude.
Date: 201907
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were climbing out of ZZZ enroute to ZZZ1. ATC issued us a climb clearance to FL350 and direct to ZZZZZ. At approximately 17;500 feet we heard and felt a loud thud. The autopilot and auto throttle disengaged and the aircraft started to yaw to the left. As the Pilot Flying; I applied several units of right rudder trim and straightened the aircraft out. At this point; both the Captain and myself noticed several left engine EICAS messages appear along with zero oil pressure and zero N3. The Captain [advised] with ATC and we were given a lower altitude and a turn back to ZZZ. The Captain then ran the Engine Fire; Severe Damage or Separation Checklist on the back of the QRC and secured the engine.  We then ran our normal checklists and set up and briefed the ILS XXR to ZZZ. An uneventful single engine landing was made and we were escorted to parking.


Second narrative: Engine failure on climbout of ZZZ to ZZZ1. Altitude 17;500 [feet] climbing to 35;000 [feet]. [Advised ATC]; the appropriate checklist were ran and we landed back in ZZZ without further incident.


Synopsis: B757-200 flight crew reported an engine failure resulted in an air return.
Date: 201504
Local time of day: 1801-2400
Location: DAL.Tower, TX
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Flight phase: Initial Approach
Airspace: Class B DAL
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While flying a Visual Approach to Runway 31L in DAL; we received a GPWS caution and did not execute a go-around as required by our policy outlined in the QRH. An extensive weather system was South and southeast of DAL and one of the individual cells that we were paying close attention to as we worked our way into the terminal area from the north was located South of downtown Dallas. We encountered a tailwind on base and final which added distractions and complication to the execution of this visual approach. During our debrief; my First Officer and I agreed that we didn't recognize that we needed to go around at the time. But; after our discussion we concluded that because of the caution occurring at night a go-around was required. Familiarity played a role as well in our awareness of the surrounding obstructions. I intentionally maneuvered east of City Place Tower which is located a few miles north of downtown on Central Expressway and of course turned final North/northeast of downtown itself.


Second narrative: [Report Narrative Contained No Additional Information].


Synopsis: B737-700 flight crew reported receiving a GPWS terrain warning and continuing the approach instead of going around.