elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 0001-0600
Location: ZNY.ARTCC, NY
Weather elements / visibility: Icing
Aircraft: Small Transport
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ABE
ATC / advisory: TRACON ABE
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working Aircraft X at Sector 92 enroute to PNE. The aircraft was on route and I descended the aircraft to 9;000 MSL to hand off to Allentown Approach. Allentown took the handoff and I switched communications. Allentown turned Aircraft X to the southeast; which they do have control for turns at 9;000 feet; however; they did not point this aircraft out to sector 74; and there was an airspace violation. This could have been bad since Sector 74 was just coming out of a hold for LGA; and this violation would have went close to the holding pattern. While typically we do not hold at 9;000 in that area; I know that there were icing conditions starting to affect that pattern and 9;000 feet could have very well been utilized. My guess is that the government shutdown must be hindering judgment of controllers and beginning to compromise safety. Reopen the government so that we can focus more on our job rather than when we might get paid or what we are doing with finances. A lot of controllers are pre-occupied with how to make ends meet all across our country. This is already causing safety concerns. Air Traffic Control has its stress that comes along with it. Having this unnecessary stress of missed paychecks thrown on top of the already stressful job is not going to have a positive impact! This is an unnecessary safety risk!




Synopsis: New York Center Controller reported an airspace violation which reporter attributed to distractions.
Date: 201909
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: About 200 nm East of ZZZZ the passengers and crew smelled a burning oder.  We requested priority handling; departed the track and diverted ZZZZ.  Weather was 100 overcast and 1/4 mile visibility.  We executed a CAT III approach and landed safely.  We taxied to the gate with no complications.  The passengers and crew deplaned shortly after getting to the gate.Cause: tin foil was found in the galley's oven exhaust fan. Clean the ovens.


Second narrative: While at cruise in the vicinity of ZZZZZ Intersection; we detected an odor that smelled like food burning. The cabin crew as well as the FO and Relief Pilot were unable to determine the source. The Captain decided to divert since we just entered our oceanic crossing point heading eastbound. Requested priority handling and we turned and descended off the track towards ZZZZ because that was the only airport we could attempt an approach due to weather. Checklist procedures were completed and when the utility busses were turned off the smell dissipated. We landed safely at ZZZZ.Later it was determined that a piece of foil containing some food on it got stuck in one of the galley oven fans. As the food smoldered it made an odor that went through the entire aircraft. Shutting off the utility busses turned off the galley ovens thus removing and dissipating the smell.


Synopsis: B767 flight crew reported being notified by the flight attendants of a burning smell in the cabin during cruise prompting a diversion and uneventful landing.  Reportedly; the smell was caused by tin foil found in the galley's oven exhaust fan.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: SR22
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Conflict NMAC
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We [were] Number 3 in Downwind. The Cirrus SR22 flew from 1 O'clock in the wrong downwind direction; same altitude; frontal to us; and we had to make an abrupt maneuver to the left to avoid a collision. The Cirrus 22 did no action. After the incident we confronted the Pilot and he blamed a Student Pilot from the flight school who was on final because he interrupted his IFR Approach.




Synopsis: C182 pilot reported a Near Mid Air Collision on downwind with an opposite direction SR22.
Date: 201508
Local time of day: 1801-2400
Location: ORD.Airport, IL
Aircraft: B737-800
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: Heavy Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Descending on left downwind for RWY 27L at ORD from 7000 feet to 5000 feet with the autopilot engaged; at about 5500 feet during the descent we encountered a severe rolling moment to the right along with moderate turbulence. The FO was flying and disconnected the autopilot and after a moment we seemed to have flown out of it.  But a second moderate turbulence event along with another severe rolling moment was encountered.  We reported to ATC that we were having difficulty in controlling the aircraft altitude because of the severe rolling moment. The FO leveled the aircraft and began a slow climb back to approximately 5500 feet and after another moment we seemed to be out of it once again.  We asked the controller who we were following because we just felt like we encountered wake turbulence and the controller said we were following a regional jet on final.  Following the encounter and after a brief exchange with the ORD ground controller; we believe that we may have encountered wake turbulence from a heavy jet on approach to RWY 28C.  However we are not clear on the proximity of that aircraft to us.




Synopsis: B737-800 Captain reported encountering wake turbulence on approach to ORD; possibly from a preceding heavy jet.
Date: 201406
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: On arrival we were switched to Runway 36C by ATC. After making a base turn we were cleared to intercept the localizer to Runway 36C and then shortly thereafter cleared for a visual approach to the same runway. We had traffic in front of us with adequate separation. Upon crossing GLASI we contacted CLT Tower. We were told traffic in front of us was landing and we were cleared to land with one departure in front of us. At this point there seemed to be plenty of separation to accommodate the RJ that was in position on 36C to depart with no conflict. CLT Tower then instructed two aircraft holding short of 36C down field to cross the runway and taxi to the ramp as we were crossing around 1;000 FT AFE. ATC then instructed the RJ on the runway waiting to depart to 'be ready for an immediate departure.' We prepared in the event we were told to execute a go around however Tower cleared the waiting RJ for 'immediate takeoff' as we were passing approximately 500 feet AFL. At this point due to landing traffic to our left and right we deemed a go around with a turn to avoid departing traffic on our runway unsafe due to separation and elected to continue our approach. The departing RJ broke ground on their takeoff as we were commencing our flare maneuver. We contacted CLT Tower via telephone after block in and were told that only 6;000 FT of runway separation was required; training was occurring at that time in the Tower; and that they would look into it. While we may have had legal separation both the Captain and I felt that we were uncomfortably close to the traffic in front of us with the safety margin greatly reduced in the event the RJ departing the runway rejected takeoff.I believe that the training occurring in the tower at the time may have distracted or impaired the ability of the Local Controller to use the typical safety margins in separating arriving and departing traffic that we are accustomed to at CLT.Evaluating the situation after block in I concluded that if we expressed our separation concerns at a higher altitude with more time left before crossing the threshold to ATC we might have come to a better solution without coming so close to departing traffic.




Synopsis: An A320 First Officer believed the Local Controller at CLT excessively shrunk the margins between landings and takeoffs on their arrival. Controller training may have been a factor.
Date: 202004
Local time of day: 1201-1800
Location: BVS.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class E BVS
ATC / advisory: CTAF BVS
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion; Distraction
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Airport
Primary problem: Airport

Narrative: While flying a RNAV (GPS) Runway 29 Approach; I incorrectly identified the runway as Runway 22 when calling my distance and altitude on the CTAF. When the close encounter occurred; I was VFR looking at the runway because I was below the Visual Descent Point. Another aircraft was on short final for Runway 22 at the same time I was on short final for Runway 29. The runways almost intersect at the threshold of each runway with Runway 22 glidepath 100 ft. above the threshold of Runway 29. The other aircraft passed ahead and above me while I was on short final for Runway 29.I reported on the CTAF that I had the other aircraft in sight and I announced that I was short final for Runway 29 and not Runway 22. In addition to the landing aircraft; one other aircraft in the traffic pattern was calling its position for Runway 22 during my approach to Runway 29. I mis-stated my position as being on approach for Runway 22 on one other occasion during the final approach phase. The problem was a close encounter of two aircraft approaching intersecting runway glidepaths near the thresholds at the same time. Contributing to the problem was my mis-identification of the runway I was approaching. This created confusion and surprise to the pilot of the other aircraft. To prevent recurrence; I need to check the approach more carefully and correctly identify the runway. My focus on managing the approach when on instruments while hearing other aircraft identify Runway 22 in their callouts; distracted me from identifying the correct runway I was approaching as Runway 29 and not Runway 22.




Synopsis: C182 pilot reported a NMAC at a non towered airport.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class D ZZZ
Aircraft component: Oil Pressure Indication
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on a solo time-building flight to ZZZ1. While climbing to 4;000 ft; I noticed the oil pressure was low on yellow and oil temp was high on the red arc. I leveled off and requested ATC to return to ZZZ and did not declare an emergency. Following ATC instruction; I descended to 3;000 ft; oil temps were still 250 on red and the pressure was 45. As I began my descent into the airspace the temperature was around 245; still on red; and would raise with any power over 1;700 rpm. As I reduced my throttle oil pressure went to 35. So I presumed the engine might fail and requested ATC to land immediately on Runway XXR (XXL was the active runway; So ATC called in Level 1 alert). After landing safely I taxied back to the ramp while the oil temp remained on red. The airplane was squawked.




Synopsis: Pilot reported an air turn back caused by high engine oil temperature.
Date: 202001
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent into ZZZ at approximately FL180; the cockpit and cabin quickly became saturated with the smell of dirty socks. It was very strong and overpowering for several minutes. The smell diminished somewhat at the lower altitudes but continued to be present at a lower concentration all the way to the gate. This problem had been written up the previous day. It had an oily smell to it and burned eyes and throat. It felt like it was more difficult to concentrate during this fume event. After arriving home I experienced headache. All 3 pilots and purser felt the smell was abnormally strong. I did not have the opportunity to question the rest of the FA crew. It was written up for further inspection by maintenance.




Synopsis: B777 Captain reported that fumes entered the cabin during descent and resulted in physiological reactions in crewmembers.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, 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: Descent
Airspace: Class B ZZZ
Aircraft component: Leading Edge Flap
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: NO FLAPS Landing. Captain [requested priority]. Captain and First Officer REF QRH for a 0 Flaps landing. Airport Emergency Vehicles met aircraft. We landed uneventful and taxied off runway. No BRACE command and passenger had no issue.




Synopsis: CRJ-700 flaps failed to extend and a no-flap landing was performed without incident.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While climbing through 10;000 feet we heard a very loud bang and then we smelled smoke on the flight deck. As we were investigating; the forward F/A [Flight Attendant] called and said that there was smoke in the cabin. We donned oxygen masks; [notified ATC] and asked to return to ZZZ. We began smoke removal checklist. Before descending below 10;000 feet the smoke had dissipated so we discontinued the smoke removal checklist. The cabin crew said the cabin smoke had also dissipated. We landed on XXR at ZZZ without incident and stopped on the runway. We asked emergency crews to inspect aircraft and advise. They said they could see no damage; smoke or fire. We canceled the emergency and taxied to the gate. Identification: We had no idea what the loud bang was. At first; we though a battery or nose gear tire had exploded. It was loud. We did not know it was a bird strike and ingestion until after post flight. Cause: Bird strike and ingestion. On post flight inspection we found a large dent and blood on the left inboard wing in line with the left engine.


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


Synopsis: CRJ-200 flight crew reported large bird strike on left wing producing smoke/fumes in the flight deck and cabin that dissipated quickly. Flight crew executed an uneventful return to departure airport.
Date: 201207
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Engine Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: I was working as part of an Engine Field Service team working a chronic 'No Start' and Engine Fuel Valve problem. I was involved in trouble shooting the problem and helping replace the [wiring] harness from the Engine Firewall and also various other trouble shooting tasks. On a July day; 2012; I completed the reinstallation of the J-Box (Junction Box) top cover and in the process used a 1/4' - 5/16' inch Ratchet Ring wrench. When I had finished this job; I went upstairs and cleaned the Spanner [wrench] and had lunch. Later that evening before we finished for the night; I asked a fellow Mechanic to pass me the said wrench and we could not find it. A brief search of my tool box; clothing; engine and cabin was carried out and we could not find the wrench. As it had been a long day we went to the hotel and would complete a thorough search in the morning. We returned the next morning and carried out a thorough search of the engine. Four mechanics spent in excess of one hour and as much as two hours searching the engine using lights; mirrors and magnetic pick-up tools in the area above the heat shield. We also checked tool box and cabin again and the ramp area.  We accomplished a 'Dry Motor' [engine rotation using air] with cowlings open to try to see if we could hear the wrench move.  We then accomplished a series of six Engine runs over several hours as part of our Checks. We then opened cowls and searched again to ensure wrench was not there and if it was; if the [Engine] runs had moved its' position. Approximately five hours later; I called Maintenance Control Engine desk and informed them of everything that we had done. I told them that I was unable to say for certain where the wrench was; but that we had done everything that we could to ensure it was not on the engine; but that I could not for certain say that it was not there. I asked that at the end of the Ferry Flight; that another search be accomplished in case the wrench was still in the engine and had now moved.




Synopsis: A Line Mechanic working a chronic 'No-Start' and Engine Fuel Valve problem on a B767-300 aircraft describes the efforts of four mechanics and himself to locate a misplaced ratchet ring type wrench that was used during the reinstallation of an Engine J-Box cover.