elihoole/asrs-aviation-reports huggingface dataset:
Date: 201711
Location: ZZZ.ARTCC, US
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise flight; I went to put on quick donning mask as First Officer was going to leave the flight deck for physiological needs. I pulled the mask out of the box and it came apart in my hands; it was a useless mask had there been an emergency. Where the hose attaches with the microphone to the main rubber face area was broken and dangling. The full mask section was intact but the hose/microphone area was detached and hanging by a wire; no ability to breathe oxygen from the mask. I took the disconnect oxygen point in the box and detached it and microphone wire from the Captain's box and then removed the Second Observer seat oxygen mask and installed it into the Captain's oxygen box and verified operational functionality of O2 and microphone. Maintenance entry made and mask given to the mechanic on landing.Not sure if the mask had been previously shoved in at an angle/forced into the box over many times that stressed the attach point.[Suggest] Physically pulling the mask out prior to departure would have caught this mask but still it's possible to have a good mask and in re-stowing it that it might fail that time and you may not know until the next time the mask is pulled out for use. This is the first time in the Airbus that I have seen a failed oxygen mask.




Synopsis: A300 Captain reported the quick donning oxygen mask 'came apart' when it was removed from the storage compartment for use in cruise flight. Mask was replaced with an observer's mask and flight continued.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was Pilot Not Flying. One passenger onboard; he was very helpful during event. During descent around FL300; both crew members smelled a strong burnt electrical smell. We never saw smoke but passenger came up immediately and said 'did you see that puff of smoke?' and pointed to outlet or lower pedestal area of cockpit (near parking brake; etc.). Something similar had just happened to another crew and tail yesterday (their outlet fried); so I unplugged my charger immediately; turned off the interior master and turned off the wifi. Passenger said it smelled like when a hairdryer burns itself. Notified ATC of the odor and we got an early descent on the arrival. Couldn't identify the source of the smell; no visible smoke and the smell had dissipated; so we considered it could have been a blown fuse or wire somewhere. Once everything was briefed; I checked on the passenger. Smell was much less pungent in the cabin. Told him we are descending early and that if the smell came back; we would drop the masks and get down quick. Reminded him about the fire extinguisher. On about a 5-mile final; the smell returned so we turned off the cockpit pack which helped. We had to leave the plane with a mechanic and quickly go get another plane ready for a different live leg; but it sounds like it turned out it was a bad pack and not anything electrical in the cockpit. Now I know that depending on how a pack goes bad; a fried pack can sure look and smell like an electrical issue; and not just the typical pack smell of dirty sock.




Synopsis: C750 pilot reported a burnt electrical smell during descent. Initially they thought it was the Flight Deck 120 Volt outlet; but they later found out that it was a bad pack.
Date: 201710
Local time of day: 0601-1200
Location: PBI.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Medium Large Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground PBI
Second aircraft: Small Aircraft
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Position at PBI FBO. Requested taxi. Ground said taxi to 10L via E; hold for a Cirrus from right to left; follow him; hold short of 14. Acquired Cirrus visually; confirmed Captain had it in sight; and he started taxi. As we approached 14/32; ATC cleared us across 32; and to continue via F and L to 10L. Crossed 14 and as we turned up F; Captain asked; 'confirm F and L all the way?' I replied 'affirmative.' As we approached F2 I looked to my left to verify the Cirrus was proceeding on R; and looked to my right to verify no other traffic was approaching on L. I looked back to my left; and saw motion. Said 'Captain; there is an airplane!' He looked and saw it also. Two of our passengers saw it also. The aircraft (Aircraft Y) had taken off on the short parallel runway and passed over us at an estimated height of 100 feet or less. There was no opportunity to take evasive action. As we turned onto L; I called Ground Control and advised them what had happened. Ground replied 'sorry about that.' We continued on L; called tower; were given 'Line up and wait 10L; traffic landing 14; traffic on a six mile final 10L.' Traffic cleared; we were cleared for takeoff; and departed.Factors were: busy airport; all 3 runways in use (parallel and intersecting.) Parallel runways are separated by approximately 700 feet or less; and the short parallel (10R) departs over active taxiways and nearly directly over [the] ramp on the south side of the airport. Coordination between tower and ground was obviously compromised. From the position we were at on taxiway F; distance to departure end of 10R is approximately 4500 feet. It is difficult to see if an aircraft is on the runway; let alone in the takeoff roll. Layout of taxiways in the vicinity of taxiways F; L and N is a charted 'hotspot; requiring increased vigilance.'




Synopsis: Corporate Jet First Officer reported while taxiing out at PBI a GA aircraft flew over their aircraft that had departed from the short parallel runway.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
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; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at FL340 we received a L BLEED DUCT warning. The First Officer was already flying; so I transferred control of the radios to him; told him to request a lower altitude; and ran the QRH. I ensured the Right bleed was selected per the procedure; however; I looked at the ECS (Environmental Control System) page and saw the right bleed valve had closed and the associated R ENG BLEED caution message had appeared. I double checked the procedure; and confirmed with my First Officer that we had completed it correctly. The cabin altitude had started climbing and I made the decision to make an emergency landing at a nearby airport. We donned our masks and complied with the emergency descent procedure. Once we reached 10;000 feet; we removed our masks. We noticed an acrid smell that burned the back of my throat (and persisted even after we had secured the airplane). We briefed for the visual approach and landing. The L BLEED DUCT warning message was still present and as a precaution I requested the emergency vehicles follow us to the ramp. Since we would land overweight I performed the landing. My First Officer noted our descent rate at touchdown of 200 feet per minute. As we taxied clear of the runway; the warning message finally went out. As we approached the gate; one of our flight attendants called and reported a thick haze and bad smell in the cabin. As a precaution; we elected to do an expedited deplaning just short of the terminal. The fire department was present and confirmed the odor. Later; while talking to a ramp agent; she also asked about the odor; that it made her lightheaded and burned her throat. In debriefing; the flight attendants reported that a passenger pulled roughly on a mask which caused the panel to fall on his face; and resulted in a bloody nose.L BLEED DUCT warning message; followed by L ENG BLEED caution message; which resulted in both bleed valves closing and a lack of pressurization.Emergencies happen. In debriefing with my crew; we felt we worked well as a team; and handled the situation with a successful outcome. The passengers were shaken; but remained calm and appreciative.




Synopsis: CRJ-700 Captain reported receiving a L BLEED DUCT warning followed by a R ENG BLEED caution. Captain decided to divert to nearest suitable airport.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: At cruise; FL380; we experienced severe turbulence and were unable to maintain airspeed or altitude. We requested a descent to FL360 and then FL340. During this descent the airspeed loss caused the stick shaker to momentarily activate. At the time the weather radar showed clear of all convective activity.Even though the radar showed us clear of convective activity; I could have been more vigilant for signs of turbulence and avoided them.


Second narrative: We encountered a patch of severe turbulence in an embedded storm. However very little was showing on the radar and there were no prior reports of anything more than moderate chop. Our speed slowly began dropping off; I increased power and requested a descent to FL360. We leveled off there but still could not maintain speed; I requested to descend again to FL340 and increased to takeoff power. At some point in the descent we got the stick shaker very briefly.


Synopsis: CRJ-700 flight crew reported a momentary stick shaker due to turbulence descending from FL360 to FL340.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight; Pre-flight
Contributing factors: Company Policy; Procedure
Primary problem: Ambiguous

Narrative: We were filed for and received clearance to fly the UKW1 arrival into DFW. The fuel planning was only from UKW direct to DFW with none of the other fixes that are on the UKW1 figured into the fuel planning. The fuel planning on the release from UKW to DFW was 255 LBS the actual burn from UKW to the airport was 550 LBS. The wind was 10 KTS out of the north; so they were landing north; but no flight planning or fuel planning was given for that. The burn on the release was 5;100 LBS but the actual burn was 6;022 LBS from the down wind; and the step downs given by ATC that are never accounted for by Dispatch. If we would have taken off at min fuel; we would have landed with 1;362 LBS of fuel. The way that the reserve fuel is figured is not accurate; the 2;284 LBS that was given for reserve on this flight would not have been 45 minutes of flying.




Synopsis: ERJ170 Captain reports the flight planning software used by his company does not consider the entire arrival route and normal delays at large busy airports. The reporter routinely adds extra fuel for these flights.
Date: 201411
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Night
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing to cruise altitude Right Bleed EICAS Message followed by a Left Bleed EICAS message. Resulting in loss of both PACKS.  Resulting is CABIN ALT warning message.  We began descent to 10;000 while preforming QRH procedures.  Landed safely.




Synopsis: Following the loss of both packs due to right and left engine bleed air failures the flight crew of a B757 diverted to a nearby airport and landed safely.
Date: 201505
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Winglet
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Distraction; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Airport; Human Factors; Procedure
Primary problem: Airport

Narrative: Pushing back; hooked up to tug; off gate; approximately 1/3 of the way through pushback the aircraft made a shudder and came to an unusual stop.  I immediately asked the tug driver if everything was ok.  He replied his wing walker let him hit a B757 tail.  We set the parking brake and secured the aircraft. [This Gate] is extremely tight to operate in.  Extreme caution needs to be used in and out.The flight was an empty ferry flight.  The aircraft had less than normal fuel; no bags or passengers and new Sharklet wings.  This makes for a very high wing tip off the ground.  Also; the Red eye flight landing that morning; departing that same night; only allows for 4-5 hours of circadian sleep.  While able to operate per the 117 rules; lack of sleep does not allow for 110% clear focus. This type of pairing should be reviewed.




Synopsis: An A320 was being pushed at dusk in a confined area when one of its Sharklet wingtips hit a B757 tail because the wing walker did not warn of the collision and also the new wingtips are very high off the ground.
Date: 201702
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Weather; Airport; Company Policy; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were taxiing into [the] gate. It was still very dark on the ramp and wet. After lining up on the J-line; the Ground Crew directed us to continue forward with a deice truck in the Safety Zone. I stopped and flashed the left turnoff light on the truck and pointed at the truck. The Ground Crew continued to motion us forward; but the Deice Truck Driver saw us flashing the lights and moved the truck himself. Then the Crew directed us to proceed forward again; but stopped us again because the auxiliary ground power unit was in the nose area Safety Zone. Finally we started to taxi forward again and came to a normal stop and shut down the engines. When the Agent came aboard; he said that we had been stopped too far forward on the 737-800 stop line. It was about eight feet past the 737-700 line. The Agent said that he moved the jetway back as we were stopping because we were marshaled within one foot of the jetway with the engine nacelle. There was no contact with any part of the aircraft to the jetway; but it was close. He had the Ramp Supervisor come up stairs to ask what happened. The Supervisor said that the Crew had both just finished training and were placed together too soon.




Synopsis: B737-700 Captain reported being directed onto the B737-800 parking spot which resulted in a close encounter with a jetway.
Date: 201301
Local time of day: 0601-1200
Location: M03.TRACON, TN
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Aircraft component: Autoflight System
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Chart Or Publication; Human Factors
Primary problem: Ambiguous

Narrative: We were assigned to 'descend via' the  FNCHR RNAV STAR; landing North transition at MEM.  As we were descending we were vectored off the arrival; given a speed to fly and then cleared direct FNCHR; resume published speeds.  I then asked ATC what speed he wanted until we arrived at JESTI; which has a 250K restriction?  ATC stated that JESTI was not on the arrival for landing North; only if we were landing South.  The First Officer and had I talked about this; referring to our plates; and decided that we indeed needed to overfly with JESTI if we were on the landing North transition so; again; we asked ATC what speed he wanted us until JESTI as it was part of the landing North transition.  He again stated that JESTI was not to be overflown by us and that we were cleared for the landing North transition; not landing South.Again; we looked at our plates;and again agreed that we were doing it right and that indeed JESTI was part of our arrival so this time we asked him where he thought we should be flying. I can't remember exactly; but he again stated that JESTI should not be part of our route.  We again disagreed and that there is obviously a problem with either our arrival plates or his.  He told us that these are all new to everyone; but the problem was not on his side but our's.  That was the last of it and we continued via the arrival flying what we saw as correct and landed without incident.If you look at the FNCHR arrival; if you are landing South; you depart FNCHR for JAMLA at 230 kts; then a 095 degree heading after JAMLA....There are arrows on the chart depicting your 095 degree heading after JAMLA; and those arrows at a quick glance point to JESTI. Maybe the Controller saw those arrows and read JESTI as being part of the landing South transition.....Not really sure what he saw; but JESTI is definitely a fix to fly over only if you are landing to the North.


Second narrative: We [attempted to verify] with ATC that we were cleared via the FNCHR ONE arrival; North Transition and JESTI is one if our fixes. It went back and forth about three times that ATC told us JESTI was only a fix when landing south.


Synopsis: ATC and the flight crew of a CRJ200 descending on the FNCHR RNAV STAR to MEM were unable to come to agreement as to the cleared routing after FNCHR.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff after reaching 2000 ft on top of the field I began to notice the right engine was surging. At first I thought it might be the turbulence just rocking the aircraft making the props make a little noise but the surging began to become worse and I quickly turned back to [the airport] and called on UNICOM that I was returning to the field and had an emergency. I elected to shut the engine down as the surging was making it difficult to control especially with the turbulence coming off the mountains. Before I shut it down I noticed the right engine was at 300 pph. I quickly pulled out the QRH and joined the downwind and performed the items inside the QRH. The aircraft was able to hold altitude and we landed safely without further incident. During run up and takeoff the aircraft indications were normal.




Synopsis: Cessna 402C pilot reported returning to departure airport after shutting down the right engine due to surging.