elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Flight conditions: VMC
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Ground Spoiler
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise phase of flight we got a SPOILERS EICAS message. We checked the flight control synoptic and observed a problem with the #5 spoiler panel. The associated emergency checklist was mostly informational in nature but did tell us to check performance data for a non-normal landing configuration with the associated EICAS message. We determined that we would be within limits for a normal Flaps 30 landing for our arrival. The emergency checklist also instructed to not move the flap lever after landing. Subsequently we decided to contact Dispatch and Maintenance Control via SATCOM to clarify some questions we had about the situation. During this conversation; Maintenance Control advised us that; with this particular problem; flap extension would operate normally but flap retraction would be inhibited both in flight and on the ground. The Emergency Checklist and flight manual make no mention of this and we asked for confirmation. Maintenance Control contacted Boeing and they confirmed we would be unable to retract flaps once extended.We then began to consider what to do in the event of a go-around in the terminal area or an engine failure on short final.With these scenarios in mind we decided a flaps 30 landing was not the most prudent plan given that we would be unable to retract flaps. After reviewing the landing performance tables and discussing a number of different scenarios we might encounter we decided a flaps 20 landing would be the safest approach. Due to the fact(s) that we had an issue with a flight control system component and deviating from a recommended flight manual procedure and landing in a non-normal configuration; we coordinated with dispatch to [advise ATC] in the terminal area. ATC gave us vectors for an extended final for the ILS XXL. We made an uneventful flaps 20 landing as planned.




Synopsis: B787 First Officer reported receiving an EICAS fault message for the wing spoilers that resulted in a precautionary landing.
Date: 201605
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Flight conditions: Marginal
Light: Daylight
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Human Factors; Manuals; Procedure
Primary problem: Procedure

Narrative: I was working stadium during marginal VFR conditions. The base of the clouds were around 4;000 feet MSL. Aircraft X was on approach behind Aircraft Y a heavy B777. I cleared Aircraft X for a visual approach off the airport and gave him a cautionary wake turbulence advisory before shipping him to the tower. When I saw that separation wasn't going to be maintained I called the tower. I told the local control assist that if Aircraft X can't get Aircraft Y in sight he needs to go around. The local control assist seemed to be coordinating with someone else while also talking to me and I restated that Aircraft X needed to go around. His response was 'we'll try him again' or something close to that effect.Aircraft X did not go around and separation at threshold was 4.58. Also the radar presentation on my scope was very inconsistent. Separation information from ATPA (Automated Terminal Proximity Alert) was jumping around from 5.17 to 4.9 back up to 5.06 all the way inside the final approach fix.The local controller may have given Aircraft X the traffic and had him follow the heavy traffic. Coordination that I completed seemed unclear. I had to hang the line up because of additional traffic on my downwind that needed to be sequenced to the airport. I should have gotten a definitive response from the local assist.




Synopsis: A TRACON Controller noticed insufficient wake turbulence spacing between aircraft that had been handed off to the Tower and attempted to coordinate a resolution; but was unable to complete coordination due to workload.
Date: 201410
Local time of day: 1201-1800
Location: ACY.Airport, NJ
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ACY
ATC / advisory: Tower ACY
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: Aircraft X was cleared for GPS RWY 31 approach. On about an 8 mile final (3 miles before the FAF); the low altitude alarm went off. I noticed the aircraft at 800 ft. The crossing restriction at the FAF is 1500 FT. The aircraft was talking to tower. I alerted the tower controller; who then alerted the pilot. The pilot stated that 'He was descending to his minimum descent altitude' then subsequently saw the airport. The field was VFR at the time with OVC012.I don't really know what happened; but pilots must be diligent to where/when they can begin descent.




Synopsis: ACY TRACON Controller describes an aircraft that descends below the FAF altitude to the minimum descent altitude causing a low altitude alert. The aircraft is advised of the low altitude and then sees the airport and lands safely.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Tower ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Time Pressure; Physiological - Other
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Automation Overrode Flight Crew; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb around 8;000 feet we got a CABIN PACK HOT caution.  We did the checklist for it; during that check; when we went from AUTO to MANUAL; the duct temp became extremely hot we then got a CABIN DUCT HOT light.  At that time the Flight Attendant reported a burning rubber smell.  We declared an emergency and returned to the departure airport.




Synopsis: A DHC-8-300 CABIN PACK HOT caution illuminated and after unsuccessfully attempting to control it; the CABIN DUCT HOT alerted so an emergency was declared and the flight returned to the departure airport.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Other / Unknown; Supervisor of Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Human-Machine Interface; Other / Unknown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was performing the duties of the Supervisor for the afternoon shift (XA:00-XF:00). I reviewed and endorsed a student pilots flight planning to do a solo cross country from ZZZ-ZZZ1-ZZZ. I found the flight planning accurate and correct and so went forward endorsing the student to make the flight. The weather for the day was VFR and well within his PQ card limitations with the only major concern being a crosswind of approximately 6 knots (his max x-wind was 8 kts). Also; prior to letting him make the flight I just expressed to him if the clouds were by chance going to drop to immediately come back to the field because clouds in the local practice areas had been reported at various heights around 4;000 feet MSL. Other than that I saw no issue with the student pilot making the flight to ZZZ1. However; after maybe 45 mins after the students departure I received a call on the cell phone from the student saying that in the process of landing he had gone off the side of the runway and was in the grass. I immediately informed someone up the chain of command who then helped getting the correct people to help and develop a plan of action and try to learn what exactly happened. With the help of the Flight Ops; Chief Pilot; and maintenance personnel; we learned that the student had possibly porpoised upon landing which resulted in the aircraft going off the runway and experiencing damage. A rescue crew including one maintenance pilot and the student pilot's instructor flew down to ZZZ1 to assess the situation and bring the student pilot back to ZZZ.




Synopsis: Supervisor of collegiate flight program reported student on solo cross country experienced a runway excursion. Supervisor dispatched a crew to assess the situation and retrieve the student.
Date: 201506
Local time of day: 1201-1800
Location: DVT.Tower, AZ
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight phase: Landing
Airspace: Class D DVT
ATC / advisory: Tower DVT
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: During the position relief briefing I was informed Aircraft X was a full stop; the strip marking was consistent with a full stop. The aircraft then did a touch and go with a clearance to do so. I informed the FLM that we had just had a pilot deviation.The language barrier here at DVT is unacceptable. Pilots don't understand or respond they just do whatever they want. Errors like this must be stopped before someone gets hurt.




Synopsis: DVT Tower Controller reports of a language problem with pilots. An aircraft was cleared for a full stop; but did a touch and go. Controller reported that pilots do not understand or respond; they just do whatever they want.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Immediately after rotation; the DOOR SEAL light illuminated. Continued to assigned altitude of 4;000 feet and leveled off to assess and diagnose the issue. We were handed off to Approach Control and told to climb to 10;000 feet. During climb; we observed that the cabin was unable to pressurize properly due to the DOOR SEAL not functioning correctly. We then informed ATC that we would have to stop our climb at 10;000 feet. As we reached approximately 9;500+/- feet; the CAB ALT HI light annunciator illuminated and we immediately requested a lower altitude and a vector back to [departure airport]. ATC gave us a vector. We landed without further incident; and taxied to a holding area where we could further diagnose the problem. We opened and closed the cabin door and the DOOR SEAL light extinguished. We then obtained a new clearance with ATC since the issue appeared to be corrected. The remaining flights went without incident; and upon landing maintenance and Dispatch were notified of the delay and issue with the cabin DOOR SEAL.


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


Synopsis: CE-550 flight crew reported returning to departure airport when a faulty cabin door seal prevented pressurization.
Date: 201506
Local time of day: 1801-2400
Location: BDL.Airport, CT
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C BDL
ATC / advisory: TRACON BDL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were currently being vectored for the RNAV 6 Y to BDL. I don't remember the exact altitude we descended from; maybe 3 or 4 thousand feet? But we were cleared to 1;500 feet. I thought that was kind of low in that area knowing the hills so I said; 'say again.' ATC said ' descend and maintain 1;500 feet.'  I responded '1;500 feet [callsign].' I looked at the Captain and said 'maybe that's his MVA?' because I noticed the altitude at the final approach fix was 1800. Then I said 'well I guess I'll pull the terrain up on my side' so I displayed terrain on my MFD. I also kept an eye on the radar altimeter on my PFD. I believe it didn't get below 2000 feet. Next the controller said '[callsign] turn left 030 (I think) to intercept descend and maintain 2;500 until established; cleared RNAV Y 6 Bradley.'  I said 'you gave us 1;500'. He said 'verify altitude.' I said 'we are down to 1;500.' at the time we were about to pass through 1800. He said; 'negative maintain 2;500.' By this time we were on the final approach course. We immediately climbed to 2;500. He told us to switch to tower and we did. We finished the approach and landed safely.  This was an ATC error. I asked for the altitude again after it sounded wrong to me. And the second time I got the descend clearance it was the same wrong altitude. So we proceeded with caution and never were the crew or passengers in any danger.


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


Synopsis: An ERJ-175 flight crew accepted a descent clearance to 1500 feet from ATC that they thought might be too low. They questioned the clearance but ATC affirmed the altitude. Later while ATC was issuing vectors for the approach; the Controller told them to maintain 2500 feet. The flight crew then climbed to 2500 feet; flew the approach and landed safely.
Date: 201511
Local time of day: 1201-1800
Location: MMMY.Airport, FO
Flight conditions: IMC
Light: Daylight
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E MMMY
ATC / advisory: TRACON MMMY
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Being vectored to intercept ILS 29 at MMMY by Terminal Controller. Cloud conditions at the field were reported OVC060; however we were IMC until 1;500 feet on final approach. About 20 miles ENE of MMMY we were being vectored at 3;500 feet MSL and cleared to intercept localizer and cleared for the approach. Both pilots had TERR function displayed on MFDs. Suddenly we got 'TERRAIN! TERRAIN! PULL-UP! PULL-UP!' aural warnings. I immediately put thrust levers in detents and began a climb. Then there was an aural warning 'LANDING GEAR'; and I looked at the RA; it displayed 1;700 feet and climbing. We radioed Controller and informed executing Terrain climb. He informed us 'that doesn't happen often; it's just some baby mountains'. We continued intercept vector at 4;000 feet and shot the approach and landed with no further irregularities.IMC; trusting Radar Controller; came within 1;200 feet AGL with landing gear retracted.Never put undue faith in a Controller. We had briefed mountains to South and West of MMMY; but we could have investigated with more detail other terrain features.




Synopsis: A Captain reported receiving a GPWS 'Terrain' warning in IMC on ILS Runway 29 approach to MMMY.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was flying pilot; left seat. Flight was with 2 passengers. While climbing out my Co-Captain went back to shut the curtain after the Climb Checklist and came back and said he smelled an electrical smell. At this point we were climbing through around 23;000 feet. I had not smelled it yet. I asked him to take the controls and stepped back in the cabin to see if I could smell it. I still couldn't but now the passenger said she got a whiff of it. I immediately went back to the cockpit and at that point caught a momentary whiff of it. At this point my partner said he felt it was coming from the overhead panel. I then said lets land ASAP and declare an emergency. We declared the emergency at this point with Center. I turned around and told the passenger what we were doing and she was very happy with that. By this time we were climbing through about 27;000 feet on the way to assigned of 32;000 feet but asked to level at 28;000 feet and asked for the return to the departure airport. It was the best closest and suitable landing point. ATC steered us back; my partner ran through the smoke/fume checklist and then the normal checklists. No smoke ever appeared but we did continue to get the intermittent smell of electrical burning in nature. We momentarily tried to call Maintenance but the flight phone would not work. Because of this we decided to turn off all cabin ac services; which coincided with shutting down unnecessary electrical equipment per the checklist anyway. Because the phone wouldn't work we sent an ACARS message to the company to let them know what was going on. We landed uneventfully and were followed in by the fire trucks. No further smell was noted.




Synopsis: G-200 passengers and crew detected smoke during climb so an emergency was declared; the Smoke and Fumes Checklist completed; and the flight returned to the departure airport.