elihoole/asrs-aviation-reports huggingface dataset:
Date: 201412
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
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: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Upon arrival at the aircraft there were some issues that were still being worked on and eventually the mechanics were able to resolve the FMS position issues. The aircraft pre-flight was completed and the aircraft was ready for flight. We took off and within the first hour ATC began to query about our heading. After checking our heading with the mag compass we could see there was a discrepancy. After consulting the QRH it was clear this was not a heading fail situation. We checked the FMS and it had lost its position. From that point we changed over to flying from VOR to VOR and disregarded the FMS indication. We had full map and heading information but it was incorrect. Eventually ATC called about our heading again and we checked the heading with the wet compass and it was off. We placed both Captain and First Officer compasses in Non-Slaved mode and made adjustments in relation to the wet compass. After navigating through a line of weather we contacted Dispatch and informed them of the issues and their instructions were to turn around and go back to [departure airport]. We advised them we could make [destination] but were told to turn around and go back. We made the 180 turn and asked for the fuel burn at our present position. Dispatch informed us that we would have approximately 6;800 lbs upon landing. [Later] I called dispatch again for an update and they informed us that we would be landing with 5;600 lbs. In addition to this we noticed that our wind indicator was showing 191 kts Headwind (HW) and when we made the 180 back the indicator still showed 191 kts HW.Plan that a plane coming out of extensive maintenance will most likely have issues. It is better to work out the issues rather than expecting to use the aircraft. Assign a Team to shake down the aircraft issues quickly. Don't release the aircraft to the line until the Team has given the green light.




Synopsis: A MD-80 Captain reported returning to departure airport after loss of the FMS.
Date: 201507
Local time of day: 1201-1800
Location: PHX.TRACON, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Special Use A-231
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness; Workload; Other / Unknown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: The Phoenix ATC facility has an unsafe LOA (Letter of Agreement) with the surrounding controlling facilities that routes high performance aircraft bound for the satellite PHX airports through an alert area (A-231). A-231 has very intensive flight training being conducted with aircraft maneuvering VFR; creating an unsafe condition to transiting; high speed; high performance aircraft. The LOA usually brings said aircraft at 6000 ft MSL on vectors through the alert area. Many of the aircraft transiting the airspace are at speeds of 200-250 KIAS.




Synopsis: High performance aircraft bound for the satellite PHX airports are often routed through an alert area (A-231) northwest of PHX.
Date: 201408
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Dusk
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was notified during my break that Captain needed me to proceed to the aft galley to determine the severity of some smoke coming out of one of the ovens. I immediately went aft and began to smell smoke about 10 rows from the back of the aircraft. As I entered the aft galley I immediately saw a Flight Attendant with a PBE on spraying halon into the oven. There was a lot of smoke and flames still evident when I first stepped into the galley. After depleting the first bottle I saw her use approximately two more solid blasts to extinguish the remaining fire with a new halon bottle.There was still a tremendous amount of acrid smoke in the galley and also in the aft portion of the cabin. I immediately proceeded back to the cockpit to report my findings to Captain X. I explained what I had seen and that I thought the fire was out. I also explained the acrid smell and the amount of smoke still in the aft portion of the aircraft. The Captain decided to proceed to the nearest suitable airport. The entire cockpit crew completed all the applicable checklists and proceeded to the divert airport for an uneventful landing.




Synopsis: A B777's oven caught fire in flight; so a Flight Attendant extinguished the fire leaving a great deal of smoke. The Captain diverted to a nearby airport.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot 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 Overcame Equipment Problem; Flight Crew Landed As Precaution; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On visual approach; turning base to final inside 5 miles to touchdown on Runway XXL at ZZZ; the #1 Engine lost thrust and rolled back. It indicated 20 to 21% N1 for the remainder of the flight irrespective of the thrust lever position. I manually flew the airplane to the runway and landed. I requested my FO/PNF (First Officer/Pilot Not Flying) notify the Tower we had an engine failure just after passing below 500 ft. AGL. The Master Caution illuminated in flight; with ENG illuminated on the Master Caution annunciator. No other warning and no other caution lights illuminated. The engine ran at idle thrust and within acceptable parameters; but the thrust lever would not command additional thrust.Unknown why engine rolled back to idle in flight.Manually flew airplane single engine to a full stop landing on intended runway. Verified condition of engine my self and later commanding PNF to call out what he saw as failure. Notified ATC/Tower of engine failure.




Synopsis: Captain reported #1 engine rolled back and lost thrust on approach to landing.
Date: 201602
Local time of day: 0601-1200
Location: WMKK.Airport, FO
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Personal
Reporter function: Passenger
Reporter qualification: Other Private Pilot
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This report is from a single passenger who holds two engineering degrees and a single engine FAA pilot license. As the engines spooled up for takeoff; the rear cabin contained a funny smell. It was definitely not Jet-A fuel from the previous planes to take-off on the active runway; but something that smelled more metallic; such as when a capacitor out-gasses electrolytic fluid. The smell was faintly detected after the main doors were closed and during taxi and became very strong right as engines spooled up on the active runway for takeoff. It was a fairly offensive smell; so much so that I attempted to breathe through my shirt. As a passenger; I am not allowed to get up or move from my seat and had to endure breathing whatever fumes were present.The effects were tingling in the extremities; a metallic taste; and I felt light headed as if I was going to pass out. I also felt slightly disoriented and dizzy. About three minutes into the flight I could taste a very pronounced metallic taste in the back of my mouth. Looking around at the fellow passengers in my section at this time to see if they were also affected; approximately the ten closest passengers to me; including one small child; all had their heads back and were either sleeping or passed out during the incident. The air eventually cleared about ten minutes into the flight and when I was allowed to get up to use the lavatory; I had to grip the chairs along the aisle to steady myself. The strong metallic taste remained at the back of my tongue for several hours after this incident.Upon [exiting] the aircraft at the gate exit; I notified the captain and co-captain and mentioned the metallic smell at the back of the plane. One responded that sometimes happens on older planes and they would mention it to maintenance to check out.It has been two weeks since this flight and I still have a light metallic taste in my mouth that has not completely gone away. I am reporting this as an injury; as all symptoms have not gone away since the event.




Synopsis: Private pilot flying as a passenger in an Airbus 330 reports detecting a metallic smell prior to takeoff. He reported this to the crew and continued to experience a slight metallic taste for two weeks after the flight.
Date: 201409
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 20 Minutes prior to landing; the L HYD ENG PUMP EICAS message illuminated.  The Captain; pilot monitoring; complied the QRH procedures.  Once flaps 1 was selected the L HYD QTY EICAS message illuminated.  The Captain verified on the EICAS that the left hydraulic quantity was low and then complied  with the QRH procedures.  The configuration of the airplane continued as we approached the airport.  Flaps 30 was selected; but the flaps remained at 25 degrees and the TE FLAP ASYM EICAS message illuminated.  Additionally; the RUDDER RATIO EICAS message illuminated. The Captain complied with the QRH procedures and the airplane was landed.  Upon touchdown; it was discovered that the nose wheel steering was inoperative.  The Captain took control of the airplane at  around 40 knots and was able to get the airplane safely off of the runway and stopped.   ATC was notified that we were unable to taxi and needed to be towed into the gate. Maintenance towed the airplane to the gate. A hydraulic line in the left hydraulic system split causing the hydraulic fluid to drain out of the system.




Synopsis: B757 First Officer experiences a L HYD ENG PUMP EICAS message during descent; followed by a L HYD QTY EICAS message when Flaps 1 is selected. The approach is continued and when flaps 30 is selected; a TE FLAP ASYM EICAS and a RUDDER RATIO EICAS message appear. After landing the nosewheel steering is discovered to be inoperative and the aircraft is towed to the gate.
Date: 201905
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Fatigue; Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: Fatigue ReportFlew [multiple overseas legs to] ZZZ. This is one of those onerous un-augmented trips that; regardless of FAR 117; should not be allowed. Sending a two men crew for an ocean crossing late at night lasting 6.9 hours with no chance for a little rest during the flight borders on unsafe!  And that's with no emergency or diversion developing. Both FO (First Officer) and I felt very fatigued by the time we landed in [our first destination]. Yes; you get enough time to rest while [there]; but then you're faced with a 7 hours plus leg to ZZZ.  With no rest during the flight again! We experienced on and off moderate turbulence during the return flight; just to be faced with strong; gusty crosswinds; low ceilings; and heavy rain at ZZZ! That flight was 7.8 hrs long. For a company that boast 'Safety First' and core values; it's a shame that Operations allows this to happen on not only [this flight route]; but [multiple others as well]. This is obviously an economic decision with little regard to maintaining a safe operation on all our flights.  Do the right thing and augment these flights with an additional crew member to maintain the enviable safety record we hold at [Company].




Synopsis: B757 Captain reported fatigue on an oceanic crossing with a 2 man crew.
Date: 201408
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft had an MEL for 'Main Tank Pumps - Tank 1 Aft Inop'. About 200 miles out from our destination; during cruise; we received an 'ENG 1 SUCT FEED' alert. For some reason the autosystem had shut all the pumps off without providing crossfeed to the engine. We went to manual and back to auto and the system returned to normal ops for about 1 minute before shutting all the Number 1 tank pumps off again. In manual we had the forward pump providing positive pressure; so we went back to manual and continued the flight. Just after initiating the descent; we received a 'Tank 3 Tip Trapped' alert with an accompanying 'TANK 3 FUEL QTY LOW' alert. The aircraft also began to quickly develop an imbalance between tanks 1 and 3. We declared an emergency due to the speed with which the imbalance was developing. The imbalance slowed as we descended. We landed uneventfully.




Synopsis: Dispatched with a deferred inoperative aft fuel boost pump the flight crew of a large commercial fixed wing jet were concerned when the autofuel management system turned off the forward pump as well but did not open a crossfeed to provide positive fuel pressure to the engine. To maintain pressure they went to manual but; approaching top of descent; received a CAS warning of trapped\unavailable fuel which caused them to declare an emergency.
Date: 201904
Local time of day: 1201-1800
Location: CRG.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D CRG
ATC / advisory: TRACON JAX
Second aircraft: Bonanza 35
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: During the initial climb; the Tower advised another aircraft of traffic at 1;700 feet on a heading 180. We inquired if the traffic advisory was meant for us and tower said 'no.' After switching to departure frequency; we were advised of traffic at 1;700 feet at our 10 o'clock. We were unable to see the Bonanza due to the high wing of the c172 while climbing out through 1;200 -1;400 feet. Departure inquired again if we had visual on traffic and we could still see nothing. The departure immediately advised to stop the climb. We complied and could see the Bonanza passing off our left at a 90-degree angle some 300 feet overhead.




Synopsis: C172 pilot reported an NMAC with a Beechcraft Bonanza.
Date: 202012
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: APU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
When detected: Other unknown
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Just curious why we are using aircrafts that APU is INOP.   We are jeopardizing the safety of our crew members and passengers for not using the HEPA filter when the aircraft is on the ground. Using the air hose isn't a solution either.  It's just blowing air around.  We should not be using the aircraft that APU is INOP.    I just had this incident when we had an aircraft APU in INOP.  Sorry for the last response.




Synopsis: Ground employee reported wanting to know why the airline is using aircraft that do not have a functioning Auxiliary Power Unit.
Date: 201203
Local time of day: 0601-1200
Location: C90.TRACON, IL
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E C90
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: [We] departed [ORD] 22L with left turn to 140 heading. Initial fix was EARND which is in the '250 KT until advised' departure sector. Above 10;000 FT; [we] encountered brief significant wake turbulence. Captain adjusted rate of climb to increase airspeed slightly as a response to wake turbulence. Although we had discussed the 250 KT restriction on the ground; it obviously slipped our mind as a result of the wake turbulence. The Captain then resumed the normal takeoff profile before obtaining 'normal speed' clearance and we were queried by ATC about our speed. We reported 'slowing to 250' and were then assigned a heading possibly to compensate for our excess speed. No further requests or comments were made by ATC and flight was completed without further incident.




Synopsis: An EMB-145LR First Officer reported a wake vortex encounter climbing out of ORD that was distracting enough they forgot the 250 KT restriction and ATC called them on it.