elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Local time of day: 1801-2400
Location: FAY.TRACON, NC
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZDC
ATC / advisory: TRACON FAY
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was handed off at 4;000 feet direct to the initial approach fix. The weather was good for a visual approach so I queried the pilot if he would prefer a visual approach and offered a 6 mile straight in. The pilot concurred and I initiated a descent to 2;100 feet. I did not check the (minimum vectoring area (MVA) map and believed with the descent the pilot would enter the 2;100 foot MVA west of the airport. As the aircraft left 2;600 feet the adjacent facility Controller advised me of a low altitude alert. I was not receiving an alert and mistakenly believed they were getting a false alert due to rate of descent. Shortly after I checked the MVA map and noticed the aircraft was just leaving a 3;000 foot MVA area level at 2;100 feet. Three things contributed to this; two directly under my control: I believed the edge of the 3;000 foot MVA shelf was further north than it was. I should have rechecked the MVA map before issuing a descent. Having had false low altitude alerts before; I believed the other Controller was getting a false alarm. I should have immediately went to the MVA map. And we never received a low altitude alert.




Synopsis: FAY TRACON Controller reported they descended an aircraft to an altitude below the Minimum Vectoring Altitude.
Date: 201912
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Leading Edge Flap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; MEL; Procedure; Manuals
Primary problem: Procedure

Narrative: This report is filed to report an FAA violation. Aircraft X arrived with left engine inboard t-r krueger flap deflector and fairing both completely missing with plugs installed. It was discovered that this t-r half was replaced on [date]. So this aircraft has been flying around without both the krueger flap deflector and fairing since then. See pictures. See logbooks for disposition.This report is filed to report FAA violation. There was difficulty aligning lock out pins for left engine inboard t-r while performing MEL procedure. See maintenance log for details. See logbook for disposition. See logbook for previous work performed.




Synopsis: Technician reported that a B737 aircraft flew with missing Krueger flap deflectors and fairings.
Date: 202110
Local time of day: 1201-1800
Location: ATL.Tower, GA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ATL
ATC / advisory: Tower ATL
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: During takeoff/climbout (200') we entered wake turbulence from a 757 in front of us. The aircraft rolled to the right and we continued to climb just to the right of course. (0.18 was shown on the MFD). Winds were 150/07 and we were LNAV to RONII. Before getting back on LNAV track; ATC assigned us to a left turn to 070 and stated we were south of our track. In the next transmission; we stated what had happened (wake turbulence) and the Controller cleared us to continue the departure.

Callback: Reporter stated he has noticed ATC departing aircraft with reduced spacing to B757 aircraft; resulting in more wake encounters.



Synopsis: B737-700 Captain reported encountering wake turbulence departing ATL in trail of a B757.
Date: 201701
Local time of day: 1201-1800
Location: BWI.Airport, MD
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Medium Large Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We departed RWY 28 from BWI on the SWANN3 departure. The departure has you hold runway heading to 3 DME then turn left to 150. At 2.4 DME we were given direct to SWANN from POTOMAC Departure. We programmed the FMS with direct SWANN and the FMS commanded a right turn. Since we were not given a direction to turn; we turned to the shortest route. While in the turn; we were asked by a second controller to verify why we had turned right and we explained we had not reached the 3 DME fix and therefore turned the shortest route as displayed by the FMS.Upon arrival we called POTOMAC approach to verify the ambiguity and they said the tower should have issued us a turn. I believe there is some misunderstanding regarding the SID and tower instructions. Had we reached the 3 DME fix we would have initiated the turn to the left. In the future I suggest approach confirm the direction of turn for aircraft not turning and; I will be more skeptical of clearances that don't fit the SID narrative.


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


Synopsis: Corporate jet flight crew departing on the SWANN3 departure from BWI reported being issued a direct to SWANN from Potomac departure before the 3 DME fix where the SID calls for a left turn to 150. The crew reported programming the FMS for direct SWANN and the FMS commanded a right turn; which they followed.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Critical; 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: Flight Crew Took Evasive Action; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure; Aircraft; Company Policy
Primary problem: Aircraft

Narrative: Toxic fumes on descent. Upon descent from TOD; engines at idle; fumes became strong and onset quickly. My First Officer and I were discussing such when we were alerted by the 'A' Flight Attendant of toxic fumes in the passenger cabin. We ran the SMOKE AND FUMES checklist in the QRH; instructed the flight attendants to use protective breathing if possible; went to high flow on the packs; and expedited our arrival into our destination. Upon arrival; all crewmembers were affected; eyes; throat; nasal; and headaches. We called Dispatch; Maintenance; and communicated with the Chief Pilot's office. [We] went to a local hospital for toxic screening. Most conditions passed over the next four hours. I personally still have an elevated pulse; blood pressure; and headache. Apparently; an element known as T.C.P. is the likely cause of the event. An element in the engine oil; vaporizing into the air conditioning system; this is not a new event. This aircraft has had previous similar events; one I believe as recent as just a few days. I am not a chemist; however; I believe there are solutions to the oil problem. More extensive maintenance and research on this would be a good place for more resources.

Callback: The Reporter stated that the smell was that of dirty socks. He is very concerned about this event because of the 25-30 minute exposure duration and high concentration of the smell. Putting the packs to high did help somewhat but the entire crew had similar symptoms at the flight's end. His light headed condition persisted for a day or two. One of the flight attendants had medically diagnosed blood chemicals which exhibited similar to carbon monoxide. The entire crew's oxygen level tested in the normal range at the hospital. This particular aircraft had another similar event two days later which resulted in an engine change.



Synopsis: At the top of descent with the engines at idle; an entire B737-400 aircraft filled with toxic fumes affecting the entire crew and requiring medical attention after landing. Tricresyl phosphate (TCP) was suspected.
Date: 201705
Local time of day: 1801-2400
Location: JAN.Airport, MS
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C JAN
ATC / advisory: Tower JAN
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Environment - Non Weather Related; Equipment / Tooling; Human Factors; Weather
Primary problem: Equipment / Tooling

Narrative: Landing in JAN; isolated showers around the field; thunderstorms South/SE. We reported the field in sight. Approach advised showers 3-4 mile final and asked if we would be able to maintain sight of the runway. We replied that we would keep the turn to final inside 4 miles; and if we lost sight of the field we would advise ATC. We were cleared for the visual approach; backed up by the RNAV/GPS. At approximately 300-500 feet we got the 'Too Low; Terrain' GPWS caution message. The FO executed a missed approach; we advised Tower; climbed to 3000 ft; and were then re-vectored for another approach. This time we opted for the actual RNAV/GPS; rather than the visual. Approach and landing were uneventful. Although the glide angle; to both of us; appeared to be unusually steep.Tower later said they couldn't figure out why we would be going missed; since they had us in sight the entire time and landing was assured. We informed them it was policy to go-around after a GPWS Terrain message. Only threats were the rainy weather; dark night; and a long day. No errors.All I can figure; is that with the close-in turn to final on the visual approach; it may be possible the GPS didn't have time to recognize we were right over the runway. In hindsight; the best option would have been to ask for the full RNAV approach; rather than accepting the visual in rainy night-time conditions.


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


Synopsis: Air carrier flight crew reported a GPWS activation on short final to JAN at night in marginal VFR conditions.
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cooling Fan; any cooling fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate; In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: During initial cockpit setup procedures I noticed a somewhat strong acrid electrical burning smell. Lead FA confirmed the smell and I entered a MRM and issued a follow-up call to MX. Within 5-10 mins the smell had dissipated by the time MX arrived. MX signed off and released the aircraft. Pushback; start; taxi and right seat takeoff were all uneventful and normal.At approximately 2000 AGL during the departure; we noticed the same strong acrid electrical burning smell; donned O2 Mask and established crew communications. Immediately following we observed the Blower Fault ECAM message. The FO selected AP2 and I accomplished the ECAM procedures. During the ECAM procedure the aft FA called saying '...we have strong fumes in the cabin'. I [advised ATC] and requested immediate return to the departure airport. I gave the FO the aircraft and radios while I updated the FMC; coordinated the return with the FAs and made a cabin announcements. We entered a left base 4-5 miles outside the marker at approximately 220 kts. I transferred control from the FO and completed an uneventful stabilized approach and overweight landing. The FO made a cabin announcement for the passengers to remain in their seats; we contacted ground; the fire department; and taxied to the gate.




Synopsis: Flight crew experienced fumes in the cockpit during climbout followed by an equipment cooling alert. Crew elected to return to the departure airport. Landing was uneventful followed by taxi to the gate.
Date: 202110
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: DJI Air 2S
Operator: Recreational / Hobbyist (UAS)
Operating under: Recreational Operations / Section 44809 (UAS)
Flight plan: None
Mission: Recreational / Hobbyist (UAS)
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
Aircraft component: Transmitter (UAS)
Component problem: Malfunctioning
Reporter organization: Recreational / Hobbyist (UAS)
Reporter function: Person Manipulating Controls (UAS); Remote PIC (UAS)
Reporter qualification: Other TRUST Completion Certificate
Human factors: Troubleshooting; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Equipment Issue; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person UAS Crew
When detected: In-flight
Result: Aircraft Lost Link (UAS); Flight Crew Regained Aircraft Control; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Software and Automation
Primary problem: Software and Automation

Narrative: I have had full control link loss to this aircraft before. Last night I had no left stick control other than being able to go forward or back when in C and P modes. I was able to switch into Sports mode and fly out of the errors. I fully blame the smart controller and DJI not issuing a recall for safety related to the smart controller and the Air 2S. I am sending the drone to DJI.

Callback: Reporter had no further event information to add. Reporter indicated completion of TRUST.



Synopsis: Hobby UAS pilot had control issues with certain flight controller modes. Pilot overcame the issue and was able to safely continue the flight.
Date: 201810
Local time of day: 1201-1800
Location: SDL.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E LUF
ATC / advisory: TRACON LUF
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Returning to SDL.  Passing SCOLE [intersection]; we were cleared direct TIRON (standard instructions from ABQ Center) and handed off to Luke Approach. After passing TIRON; was given a descent to 6000 feet on a 060 degree heading. After leveling off at 6000 feet on that heading; TCAS indicated traffic at 12 o'clock 3 hundred feet below us approximately 5 miles. The Pilot Flying spotted the traffic briefly. I did not; however; I called Luke Approach and asked for a turn to the east to avoid a possible conflict TA/RA. We were issued a 050 degree heading; not enough in my opinion to avoid traffic. I told the flying pilot we were going to get an RA. He agreed. I was frustrated with Luke Approach at this point as I expressed my concern of a traffic conflict and we knew an RA was about to occur. Shortly thereafter we got an RA with a climb command which we followed; and I alerted Luke Approach of this. The RA cleared at approximately 6500 feet; and then proceeded to descend back to 6000 feet. As described; NE of TIRON is a busy flight training traffic area. It is also called the NW Practice area.  I have always wondered why Approach Control brings us down so low in an area where there are a lot of training aircraft. Maybe somewhere around 8k to 10k would be more appropriate until we got closer to the PHX Class B. I understand there are arrival and departures out of PHX that they [are] having us avoid but those aircraft are generally around 10k and are on an IFR Flight plan.  I think another option would have been for the controller to have understood my concern for traffic and given us a farther turn to the east such as a temporary turn to 090.




Synopsis: Corporate Captain reported LUF Approach Control issued routing through a busy training area.
Date: 201909
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: As Reserve First Officer (RFO) in the observer's seat while the Check Airman and First Officer IOE student had completed check-list and called for beacon and push-back I became distracted with the other RFO concerning his communication head-set. We pushed back and were told by Ramp Tower that we did not have push back clearance. I do remember hearing push-back clearance to another aircraft before us. Clearly after hearing about our lack of clearance; they had wanted the other aircraft to sequence out before us. I had looked to my right to see another aircraft pushing back a few gates down to our right. With our push-back we had blocked his taxi-out route. While we pushed back all the area around us was clear. I believe the crew misheard the ATC communication and believed they had push-back clearance. Not sure if language barrier could have contributed. Do not allow ones attention to be diverted at critical junctures. As the RFO in the observer's seat I allowed the other RFO in the seat behind the Captain to engage me with an issue with his head-set and missed the push-back request call ATC response.




Synopsis: MD11 Relief Officer reported the crew pushed back without a clearance.
Date: 202202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent into ZZZ going through about 20;000 ft.; I began to smell an acetone/mek/paint odor in the Cockpit. After two breaths; I donned my mask and performed the Odor Isolation Checklist for the cockpit odor. I maintained my mask for about 4 minutes then removed it and did not notice any smells after that. No physiological effects noted.




Synopsis: Air Carrier flight crew reported a fume event during descent. Flight crew performed the odor isolation procedure which cause the fumes to dissipate.