elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 1201-1800
Location: PDX.Airport, OR
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E P80
ATC / advisory: TRACON P80
Second aircraft: Aerobatic
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: While on right downwind for Runway 10R 10 miles west of PDX ATC reported traffic ahead climbing and descending. The Controller stated that he had lost radar contact on the aircraft. While searching for traffic we saw what looked like a strange cloud on a clear day. It turned out to be smoke from a dark colored aerobatic aircraft doing vertical maneuvers. The aircraft came very close to us and we received a climb RA. The Captain complied with the RA and turned to the left to avoid collision. We left our assigned altitude of 4000 and climbed to about 4400 ft. We turned the aircraft 20 to 45 degrees to the south off our assigned heading. ATC apologized on frequency and we landed 10R.There is a serious safety threat having IFR aircraft vectored in that area if aerobatic aircraft will be practicing there. In the future I will be more proactive and ask for a turn away from unknown aircraft.




Synopsis: B737 First Officer reported taking evasive action on arrival into PDX in response to an RA that was triggered by an aerobatic aircraft maneuvering near them.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, FO
Light: Daylight
Aircraft: B787-900
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Conditioning Distribution System
Component problem: Improperly Operated; Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Troubleshooting; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Aircraft
Primary problem: Company Policy

Narrative: This flight is operated daily and return; utilizing a B787. During conversations with [company] management; it has come to my attention that the company has not set up any protocol for proper cleaning of the aircraft ventilation system and the top side center line overhead bin areas. This is resulting in filthy dirty cabin air intake vents throughout the aircraft cabin. It is also showing up as filthy dirt on the top side of the cabin center line overhead bins. This problem currently involves all B787 aircraft in the fleet. I believe I am suffering both severe nasal and sinus distress as a result of the poor cabin air and the lack of proper cabin cleanliness on this fleet of airplanes. A member of management admitted in written correspondence that the company flies the airplanes as many hours a day as it can and that there is currently no protocol for cleaning the air vents and the top side of the overhead bins. They stated they are aware of the problem would take steps to clean the aircraft involved. This has not happened in months since the problem was first brought to their attention. Further; I believe the problem involves the aircraft cabin air filtration system and should be further investigated to insure that proper ventilation and clean cabin air is being provided to both passengers and crew working on these flights. I believe the company should be forced to correct the problem. They need to be called out on the lack of a proper maintenance program and a new protocol must be established to properly clean the effected aircraft. I have twice written [Company Representatives] and received replies from [representatives] working in the [company] headquarters in the cabin maintenance section. That person stated the problem was unacceptable and would be addressed. I have not seen any actions taken to correct the problems. Please take steps to identify the problems; correct the deficiencies and sanction the company for its lack of effective maintenance programs.




Synopsis: B787 Flight Attendant reported that the aircraft ventilation system is being neglected causing dirty cabin air.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
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: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
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; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing through approximately 7;000 feet MSL on departure the airplane reverted to alternate law. After completing ECAM procedure and consulting the QRH; I contacted maintenance via radio. Maintenance deferred me to Maintenance Control via ACARS. Neither maintenance contacts had any ideas or explanations for me. We then [requested priority handling] and informed ATC of our intention to return to land. I also spoke to dispatch via ACARS regarding the diversion and landing performance data. I then briefed the flight attendants and passengers; telling them we were returning. The aircraft reverted to direct law when the landing gear was lowered (as expected). I then executed an uneventful landing.I do not know why the aircraft reverted to alternate law; but I intend to follow up with maintenance.


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


Synopsis: A321 crew on departure received an alert that the flight control system had reverted to alternate law. Crew returned for landing at departure airport. Aircraft reverted to direct law when landing gear was lowered.
Date: 201412
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot 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
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing out of 18;000 feet the captain and I smelled and saw smoke. We donned our oxygen masks; established communication; and called for the QRC. I was flying the aircraft while the captain performed the necessary checklists for what we determined (because of smell) was electrical smoke. We leveled off at 20;000 feet; stated our intentions to ATC; declared an emergency; and headed back to the airport. The checklist called for manually deploying the RAT and shutting down the IDG's. After deploying the RAT we determined that there was no more smoke in the cockpit and confirmed with the flight attendants that there was no more smoke in the cabin. We were still on our way back to the airport. We decided that the risks of shutting off the IDG's and other TRU's far outweighed discontinuing the checklist. While on final approach inside the marker we smelled the smoke again. We donned our oxygen masks again. We then had a flap/slat disagree message between position 5 and 3. We decided that with the threat of smoke; we were landing the plane regardless. We landed and the smoke smell was gone again so we took the first high speed and had emergency personnel check on the state of the aircraft. While exiting on the high speed we had a PACK1 fail message. Emergency personnel gave us the 'thumbs up' and we taxied to the gate.




Synopsis: ERJ-170 First Officer reported the flight crew noticed smoke in the aircraft while climbing out of 18000 feet. They declared an emergency and returned to departure airport; where the arrival was complicated by a flap disagree message.
Date: 201506
Local time of day: 0601-1200
Location: ORD.Airport, IL
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During landing on 10L ORD Tower told us to look for a helicopter at 900ft. Tower then told us the traffic was no factor. At approximately 500ft we saw the helicopter almost on our left wing at our altitude. There was no time to make any maneuvers; it happened incredibly fast. The helicopter was operating without a transponder on. The Helicopter also appeared to be still flying towards us. In addition; I failed to mention that the autopilot was flying during the approach. The aircraft was stable and completely configured for landing with flaps 45 and gear down prior to encountering the helicopter.Continuing to land at that split second kept us moving away from the helicopter; which I believe was the least risk maneuver since there was no TA/RA and a go-around would have induced further risk to the flight. An operational transponder would have allowed us to see where they actually were and would have allowed us the time to just go-around.




Synopsis: EMB145 Captain experiences a NMAC with a helicopter at 500 feet during approach to Runway 10L at ORD. The Tower had alerted the crew to the helicopter's presence; then advised that it was no factor. The helicopter had no transponder and there was insufficient time for evasive action.
Date: 201702
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On a night visual approach; I called for flaps to 30 at a speed above 165 knots. The Captain stated he would give me flaps 25 because my airspeed was still too fast for flaps 30. As we intercepted the final approach course and went through 1000 ft (pretty much on profile but about 10 knots fast) we made the appropriate calls. The flaps were still at 25. I don't specifically recall doing the Landing Checklist. If we did we clearly blew through checking the flaps because they were still at 25. At about 200 to 300 ft we received the warning 'too low flaps.' We both realized the flaps were at 25 immediately and I called for flaps 30. I continued the approach to landing without further incident. The approach was a bit unusual because we intercepted inside the final approach point. It was enough out of my normal habit pattern to create a distraction that made me feel a bit more task saturated than a normal approach; which I feel lead to the error.


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


Synopsis: B737 flight crew reported they selected final flaps when the GPWS flap warning sounded on a night visual approach.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Icing
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Distribution Busbar
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: While climbing out at approximately 7;500 feet the R AC BUS caution light illuminated followed by the R TRU; R ELEV HORN HEAT; R STALL WARN. First priority was to exit icing conditions. After that the Emergency Abnormal checklist was attended to. Trying to isolate the emergency; we tried the R TRU circuit breaker to reset; nothing. Realizing then it was an actual bus fault the proper checklist was administered. After completion of that; the First Officer and I formulated a plan. 1. Contact company talked to our Dispatcher. [We] told him of the emergency; and our intentions. 2. Talk to Maintenance Control. 3. Air Traffic Control. There was no hurry to contact ATC as we were out of icing and the decision to continue was made. Told ATC we were declaring an emergency; [number of] souls on board continuing; no equipment needed. Flew without further incident.




Synopsis: DHC8-100 Captain reports loss of right AC Bus climbing through 7;500 feet. After exiting icing conditions and complying with checklist procedures; the crew elects to continue the short flight to destination.
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: While reviewing the logbook; the Captain and I both saw that there had been a trailing edge flap asymmetry on this aircraft recently. I believe it was the night before. It had been signed off by Maintenance. We were flying a very normal visual approach at night in VMC backed up by the ILS. As we were completing the Landing Checklist; we noticed that although the flap handle was in the flaps 30 position. Both trailing edge flaps had stopped at about the flaps 1 position with one flap at slightly less than flaps 1. So; there was an asymmetry. We executed a normal go-around and were vectored to a crosswind and then a downwind by Approach while we completed the QRH Trailing Edge Flap Asymmetry Checklist. The subsequent landing and taxi in were uneventful. Crash fire rescue was requested as a precaution. We taxied clear of the runway to the pad. They inspected our aircraft and measured our brake temperature. After coordinating with Maintenance; we determined we could safely taxi to the gate. I am unaware of any violations or other issues that occurred during this event.




Synopsis: B737 had a flap asymmetry condition on approach; crew performed a go-around and complied with procedure to uneventful landing. Flap asymmetry was a previously signed-off write up.
Date: 202102
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: Citation V/Ultra/Encore (C560)
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Rudder Control System
Component problem: Malfunctioning
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
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 took off from ZZZ in normal conditions. At approximately 1;600 ft.; the pilot flying had problems with the controllability of the aircraft. The PIC took control of the aircraft and confirmed the actual problem - the aircraft was turning left by itself; without any reason. To maintain heading it was necessary to use abnormal force to the right with the aileron controls. The rudder pedals apparently were stuck. To maintain 2;000 ft. that was required; we asked for radar vectors to returned to ZZZ. ATC gave us vectors to downwind for Runway XX and cleared us for visual approach. Speed was 170 kts. We made an early turn to base leg making us too close to Runway XX; so we decided to ask for vectors for an ILS to Runway XX. Vectors were given to us and we performed an ILS; with a safe landing. The conditions with the flight controls were present till our landing. After we left the runway; we stopped and then were followed by the fire truck. When we started to taxi in again; the rudder pedals were apparently with normal deflection; so we continued to the ramp.




Synopsis: Citation pilot reported experiencing a stuck rudder shortly after takeoff.
Date: 202106
Local time of day: 0601-1200
Location: ESN.Airport, MD
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZDC
ATC / advisory: TRACON PCT
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Other DPE
Human factors: Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Potomac TRACON Chesapeake Sector always issues the BWI altimeter; regardless of the destination of the IFR flight within the sector. This occurs whether the pilot is calling with an initial check-in or being cleared for an approach. TRACON always issues the BWI altimeter; even though they are provided the ESN weather data (Tower/ASOS). Note that BWI and ESN altimeters rarely are the same. When cleared for an instrument approach to ESN; a pilot should be given the ESN altimeter and not BWI's. As a local pilot; I am keenly aware of the discrepancy in altimeter settings provided by the TRACON; therefore; I ignore the altimeter setting given to me by the TRACON. However; transient pilots may overlook the discrepancy and subsequently descend below minimums on an IAP into ESN. I have talked to Chesapeake Sector supervisors about the problem but haven't been successful in convincing TRACON management that their procedures should be changed.




Synopsis: Designated Pilot Examiner believes pilots should always receive destination airport altimeter setting when checking in to the next TRACON controller instead of receiving a common altimeter setting to maintain separation in that sector.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing; Inflight Event / Encounter Weather / Turbulence

Narrative: I have owned and flown this airplane for more than 40 years. [The cause of the incident was] fatigue perhaps. Landing after a 3 + hour leg in consistently moderate turbulence I missed the point on checklist where I would drop my gear. Very minimal airframe damage; neither wing tip even scratched; only my pride!




Synopsis: A general aviation pilot reported failing to extend the landing gear resulting in a gear up landing with minimal damage.
Date: 201907
Location: RSW.Airport, FL
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C RSW
ATC / advisory: Tower RSW
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: RNAV approach to Runway 24. Lots of thunderstorms in the area. On final approach the Tower Controller was also doing Clearance Delivery duties. It was almost nonstop radio congestion the whole way in. We are required to conduct sterile cockpit procedures in this phase of flight. I felt that it was inappropriate for the Tower Controller to be tying up the frequency giving out clearances to other aircraft.




Synopsis: A320 Captain reported that the RSW Tower Controller was transmitting on Clearance Delivery and Local frequency at the same time and thought it was inappropriate for the Controller to tie up the frequency with ATC Clearances.