elihoole/asrs-aviation-reports huggingface dataset:
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff both the first officer and I smelled a very strong electrical burning odor. As soon as we both were aware of this the flight attendants informed me that the whole back of the aircraft was smelling the electrical odor. We [advised ATC]. ATC then vectored us around for an approach while we asked for the fire equipment. We started the QRH checklist but did not finish it as we were landing. We landed overweight. It was a normal touchdown and rollout. The fire trucks were still at the firehouse when I stopped on the runway and I had to wait for them to check my aircraft. Everything was normal so I taxied back to the gate with one fire truck following me.




Synopsis: An air carrier flight crew reported a strong electrical odor shortly after takeoff throughout the cabin and cockpit. The flight crew elected to return to the point of departure. There was no evacuation.
Date: 201601
Local time of day: 1201-1800
Location: ORD.Airport, IL
Light: Daylight
Aircraft: EMB ERJ 140 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On our assigned arrival we briefly experienced a strong wake from aircraft ahead. On the arrival [we] had a heading deviation off arrival. We realized it as well as ATC. We immediately started correcting and were given a heading by ATC. Distraction by the wake from prior aircraft. Suggest paying more close attention to tracking of arrival points.




Synopsis: EMB-140 Captain reported deviating from cleared track when they were distracted by a wake vortex encounter.
Date: 201309
Local time of day: 1201-1800
Location: SPS.Airport, TX
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZFW
ATC / advisory: Center ZFW
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Workload; Communication Breakdown; Confusion
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: We were diverting to SPS after our destination closed due to weather. ATC instructed us to proceed direct to SPS and we advised ATC we were planning on executing the ILS to Runway 33L. As we got approximately 30 miles away we were cleared direct to the final approach fix ATRLL for the ILS. The Controller cleared us to 3;100 FT; and cleared us for the ILS; but the glideslope intercept at ATRLL is 2;300 FT. We concluded that he must expect us to do the full procedure. As we approached ATRLL the Controller asked if we were established; the Captain responded 'negative; we are about to enter the procedure turn;' the Controller came back with 'procedure turn approved.' We approached ATRLL from the direction of BOWIE VOR at 180 KTS; turned left to enter the procedure turn; [and] began the descent to 2;500 FT. As we crossed the localizer outbound preparing to bank right for the turn inbound; the Controller instructed us to return to 3;100 FT. We told him we were on the approach but he came back saying we couldn't go lower than 3;100 FT. We climbed back to 3;100 FT until established inbound and continued the approach.  We should have clarified what the Controller wanted prior to executing the approach. Our conclusions were based on believing the Controller did not make a mistake. If we had told him the glideslope was at 2;300 FT at ATRLL; not 3;100 FT; he may have revised his instructions and we wouldn't have had to do the full procedure. Effective communication is vital; we should have attempted to clarify the Controller's intentions.




Synopsis: An air carrier flight crew assigned 3;100 FT on a vector to SPS Runway 33L ILS began a descent to 2;500 FT as they entered the procedure turn but were told by ATC to maintain 3;100 FT on the outbound leg.
Date: 201412
Local time of day: 1201-1800
Location: VIDP.Airport, FO
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Chart Or Publication; Procedure; Company Policy
Primary problem: Chart Or Publication

Narrative: Noticed that Iran overflight permissions and/or applicable permits for Iran overfly were missing from flight plan. ACARS used to contact dispatch. I asked for the overflight permit reference. Dispatch sent them. This is of particular concern should the flight crew miss this overfly information; takeoff and unintentionally fly into Iranian or other airspace without the appropriate permission; the crew may be 'put down' in hostile territory.Make certain that ALL overflight permissions are separated from the main text of the flight plan; and labeled as such; in a place where they can be identified easily and not hidden. Be SPECIFIC as to which country overfly permissions have been granted due to the route of flight; etc.




Synopsis: The flight crew were provided with a flight plan that did not contain Iranian overfly permission.The flight crew requested the overfly permission; and the permissions were provided.
Date: 202004
Local time of day: 1201-1800
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Captain rejected the takeoff due to differences in airspeed indicators on Captain and First Officer PFD. At '80 kts.' callout (made by First Officer; since Captain was Pilot Flying); Captain PFD indicated 60 kts. Captain cross checked First Officer PFD and saw approaching 90 kts.; while Captain saw 65-70 kts. on his PFD. Captain rejected takeoff; flight returned to gate; and Maintenance was advised.Close inspection of Captain's pitot probe (standing on a ladder and shining a flashlight INTO the tube) revealed an insect/bug embedded in the probe.During periods of aircraft non-use of 6-8 [hours] on the ground during the day; and overnight periods; the pitot probes should be covered to prevent bugs and insects from crawling into the warm probes and causing erroneous speed indications.


Second narrative: Takeoff roll was normal; until (as Pilot Monitoring) I called '80 kts.' Captain replied he had 60 kts. After a quick cross check by both of us; we determined we did have an actual airspeed miscompare of 20-25 kts. Captain aborted takeoff. I called Tower and informed them of abort and they directed us to an appropriate taxiway. Upon exit; I did my after landing flow; noted brake temps; and we discussed the situation. Returned to gate and Captain made the appropriate logbook entry and contacted Maintenance.After gate return; a mechanic showed me he had identified the cause of our problem. With the aid of a step ladder and flashlight; he showed me where a dark bug had become lodged in the upper Captain side pitot tube. The bug was removed successfully and after a couple of diagnostic tests and a reset; we departed for an uneventful takeoff and flight. Mechanic mentioned aircraft had been in ZZZ for around 45 hours. It appeared to have sat that length of time with no sensor covers installed. It would be wise to develop a protocol to protect our sensors when a plane is stored for any kind of long time period.


Synopsis: A320 flight crew reported that erroneous airspeed readout resulted in a rejected takeoff.
Date: 201511
Local time of day: 1201-1800
Location: MDCS.ARTCC, FO
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center MDCS
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flying [to] SKB near PTA en route at FL350 saw traffic on TCAS approx 10 miles same altitude. 1 second later traffic alert issued scaled scope down and immediately issued 'Descend now; descend now.' Followed TCAS command immediately as traffic continued straight for us. Received clear of traffic at FL320. Told First Officer to tell Santa Domingo we received a TCAS RA and he said to continue to FL280. He never mentioned what this conflicting traffic opposite direction wrong way was.


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


Synopsis: B737-800 flight crew reported receiving a traffic Resolution Advisory for opposite direction traffic at FL350 in the vicinity of PTA.
Date: 201510
Local time of day: 0601-1200
Location: LEX.TRACON, KY
Flight conditions: VMC
Weather elements / visibility: 50
Aircraft: Small Transport
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E LEX
ATC / advisory: TRACON LEX
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I took off VFR; turned east bound to 090. I had a filed flight plan to Charleston; West Virginia online. I called approach to get my clearance in the air. They gave me a squawk code and told me to go east bound which I was already doing as I climbed out VFR. They cleared me to 10;000 feet and told me to continue eastbound. They identified me via squawk. They then told me to turn right direct Charleston. That seemed odd because a right turn would have taken me south; so I thought about it for a moment and called back in and said; don't you mean a left turn direct Charleston which would have been only a few degrees left since I was already going east as instructed. They said no a right turn; so I guessed there must be some confusion and I said I want to go to Charleston; West Virginia. They then came back and said I had filed to Charleston; South Carolina. So I said no that was a mistake and I had filed direct to Charleston; West Virginia for 17;000 feet and a 20 minute flight.They asked me who I had filed through and I told them. I thought I had filed to Charleston; West Virginia. If I didn't it was a mistake which I immediately realized in a totally VFR environment and told Lexington Departure immediately that there seemed to be something amiss.There was never a time of any conflicts with any other planes nor was I ever out of direct communication with Lexington Departure as they identified me and I was squawking a given code and following their instructions.They then cleared me to Charleston; West Virginia. I acknowledged. About 5 minutes later they contacted me and asked me to call a phone number [at destination] which I did. I spoke to someone at the Center and explained the situation.




Synopsis: General aviation pilot reported he thought he had filed a flight plan online to Charleston; West Virginia (CRW); but received a clearance to Charleston; South Carolina (CHS).
Date: 201904
Location: SMO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Corporate
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors; Procedure
Primary problem: Chart Or Publication

Narrative: I was climbing on the RNAV DP. The published speed at an intersection was 250 knots; once I passed that point I accelerated to 265 knots. The Approach Controller advised me to slow to 250 knots and level off my climb. I follow his instructions and heard nothing else. I'm pretty sure the climb speed was my discretion after that intersection; but I might be wrong.




Synopsis: The Note on this RNAV SID Transition states maintain 250 knots unless advised otherwise by ATC.
Date: 201506
Local time of day: 1201-1800
Location: MQS.Airport, PA
Weather elements / visibility: Windshear; Rain; Turbulence; 3
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZNY
ATC / advisory: TRACON PHL
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance; Flight Crew Diverted
Contributing factors: Weather; ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Human Factors

Narrative: After passing over LNS which was in the clear; I continued on my flight plan to land at MQS; about 20 miles further east and in between areas of precipitation on the XM and ADS-B weather.  As I approached the airport and after requesting vectors for the ILS 29 into MQS; it became clear this was not safe.  I lost 1000 feet of altitude within a few seconds and had trouble controlling the airplane.  Philly approach told me I was descending below their radar coverage to which I replied that I was trying to climb back to 2500 and would like to head back to LNS (my listed alternate) to wait out the weather at MQS.I regained altitude; Philly handed me off to Lancaster tower and I landed there uneventfully. I am sure I deviated from the assigned altitude due to downdrafts and windshear.  Even though Chester County Airport looked clear on both radar sources; in fact the weather was worse than depicted.  Lesson learned:  I should have just requested a deviation to the alternate before getting close to potential weather issues.




Synopsis: Small aircraft pilot reports approaching his destination and noting it is between weather cells on his XM and ADSB NexRad weather displays. While on vectors for the ILS; 1;000 feet is lost due to downdrafts. After regaining the lost altitude the reporter diverts to his alternate to wait out the weather.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Aeronca Champion
Operator: Other Flight school
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On take off; Runway XXR; the aircraft was generating 2;100 RPM; 60 mph; and climbing slow due to the high temp and low Barometric pressure at max gross weight. At crosswind the aircraft accelerated to 65 mph and 2;200 RPM but still climbing slowly. On my turn to downwind; the engine rolled back to partial power approximately 1;400 RPM. I looked to see if the student was pulling power back as I was holding it forward. He was not; and I pitched for best glide and immediately turned for the Runway XXL. Advised ATC and landed on the XXL numbers. As soon as I pulled power to idle on the ground; the engine quit.




Synopsis: Flight Instructor reported the engine failed shortly after takeoff. Pilot returned the aircraft to the airport and landed safely.
Date: 201509
Local time of day: 1201-1800
Location: ZWY.ARTCC, NY
Flight conditions: VMC
Light: Dusk
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZWY
ATC / advisory: Center ZWY
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: About 2 hours 48 minutes into our flight half way between MUNEY and JEBBY intersections; on M-202; at FL370 M.80; the captain's front windshield began arcing internally; from lower right to upper left. An arc line was created with fast moving; flickering internal sparks. The line ended up being almost 20 inches long. Just as the arcing stopped; a loud bang occurred and nearly the entire windshield became badly cracked. All of this happened in about 6 seconds. We turned off the window heat as quickly as possible. We [contacted ATC]; checked the TCAS display for potential traffic and decided to descend to 10;000 feet; slowing from M.80 to 250 knots. Chose Halifax; as the nearest-suitable-airport; which was about 200 miles or less; away.  We completed the QRH instructions for cracked windshield and emergency landing.As we approached Halifax we requested ARFF (Air Rescue Fire Fighter) to meet the aircraft. Weather was VFR at the airport. We landed just under max landing weight with a vertical speed of approximately 200 ft/min. Rollout was uneventful using predominantly reverse thrust. ARFF reported no apparent damage to undercarriage nor any signs of brake heating. We taxied to the gate.




Synopsis: A 767 crew reported sustaining an arcing; then cracking; windshield while at cruise altitude. They initiated an expedited descent and successfully diverted to a suitable enroute alternate airport.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Maintenance
When detected: Routine Inspection
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On review of logbook [Logbook Deferral Sheet] item ZZZZZZZZ on Aircraft X noticed item for lost cell phone; sign off unable to locate phone. Being this is a lithium ion battery I went and looked for the phone and did indeed find the phone. Made new entry and signed off accordingly. The company needs to implement a policy to not allow an airplane to leave if a phone or any device with a battery that can cause explosion of self-combustion.




Synopsis: Airline Mechanic reported discovering deferred log item of lost cell phone on board. Mechanic further stated that a company policy which prevents aircraft from operating until cell phone is located.