elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 1201-1800
Location: LFPG.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: TRACON LFPG
Aircraft component: Position Computing System
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Human-Machine Interface
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Chart Or Publication
Primary problem: Aircraft

Narrative: Our flight was cleared from LFPG as filed via EVX2A Departure; Runway 27L; FL100 assigned as per RNAV SID. During initial climb Paris Departure Control assigned us a heading of 265 degrees and shortly thereafter informed us that we had deviated south of the departure course. EVX2A Departure was issued to our flight on two separate occasions. The departure was loaded into the FMC and was checked against Commercial Chart for accuracy. Aircraft symbol was within runway parameters. All flight deck indications showed the departure to be properly flown. The Captain (pilot flying) was in 5 mile scale map mode. The First Officer (pilot not flying) was monitoring raw data and progress page 2. Departure was flown as per Company procedures; LNAV 400 FT/left autopilot 500 FT/VNAV 1;900 FT. This aircraft is a B767-300 equipped with FMC navigation. The inherent drift in the ring laser gyro system make these aircraft unsuitable for RNAV departures. All procedures were diligently followed and all flight deck indications were well within operating parameters leading the crew to believe that the aircraft was accurately tracking the departure course. In this instance the weather was clear and visibility unrestricted. An impending conflict would have been easily detected visually. In IMC conditions; the same southerly deviation from Runway 27L could be disastrous with aircraft operating from Runways 26L/R.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: A crew flying non GPS B767-300 on the LFPG EVX2A RNAV was notified about a track deviation while the FMS indicated on track from taxi through the entire departure.
Date: 201212
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The altitude restrictions in the FMS (Honeywell) differed from the Commercial Chart. The arrival procedure is new and the Controller asked if we were capable of accepting it. The STAR was assigned at the last minute which did not allow us to verify the multiple steps downs in enough time to prevent a late descent. The altitudes in the FMS are one waypoint off from the charts. For example: LAYLA none FMS; FL270B/FL250A chart; DUNNN FL270B/FL250A FMS; FL220B/FL190A chart and IMAGN FL220B/FL190A FMS; at 16;000 chart. The corresponding speeds were off as well.




Synopsis: A Corporate Jet crew reported the aircraft's FMS crossing altitudes and airspeed constraints for the APA DUNNN1 Arrival are incorrect at LAYLA; DUNNN and IMAGN.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Troubleshooting; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Pre-flight
Result: Flight Crew Returned To Gate; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft arrived at the gate after having been transported from the maintenance hangar. Upon the crew's arrival on aircraft every crewmember commented on an acrid electrical like smell near the L1/R1 doors. I called Maintenance about the smell. Maintenance investigated; and found nothing. After passengers enplaned the aircraft; during pushback; flight attendants in forward cabin contacted the flight crew about an increasing electrical smell. We returned to gate under aircraft power after coordinating with Maintenance; and Operations. Cabin crew complained of feeling ill from the effects of an acrid; electrical-like smell.

Callback: The Reporter stated that he; the First Officer and two flight attendants made comments about the odor during preflight but all agreed it was subtle and intermittent. During pushback the odor became so strong that the forward flight attendants were affected physically so the aircraft was returned to the gate; where upon opening the door; three mechanics also smelled the odor. The two forward flight attendants removed themselves from the trip because of the physical effects from the odor. The Reporter stated that the smell was similar to when he soldered electrical components which produced a combination of an odd odor and heated wires. The aircraft was removed from service but the Reporter does no know what the maintenance findings were.



Synopsis: A B737-700 returned to the gate during taxi after flight attendants reported a repeat detection of a strong electrical smell near the L1/R1 doors.
Date: 201902
Local time of day: 1801-2400
Location: SLC.Airport, UT
Aircraft: Light Transport
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E S56
ATC / advisory: TRACON S56
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Chart Or Publication; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was inbound on the Delta-5 arrival. When the pilot checked in I gave him a descend via clearance. The pilot proceeded to cross DRAPR at 14;000 feet as published. The next waypoint is SPIEK at 13;000 feet. After DRAPR the pilot descended to 11;000 feet. I caught it just as he was leaving the 12;700 foot Minimum Vectoring Altitude (MVA). I confirmed with the pilot that I gave him the descend via clearance and he said yes. I told him the restriction at SPIEK is 13;000 feet. He said something messed up with the FMS. My scan should have been better to catch that he started to descend before he was supposed to. I caught it after it was already too late. I am not sure if there is a good recommendation. Just need to be scanning to make sure that the pilot is following the instruction that was given.


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


Synopsis: S56 TRACON Controller and flight crew reported the pilots descended below the MVA on a crossing restriction on the RNAV arrival.
Date: 202007
Local time of day: 1201-1800
Location: D01.TRACON, CO
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: Autopilot
Component problem: Malfunctioning
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: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of Denver; the aircraft failed to level off at KIDNG at or below the 10;000 ft. restriction. LNAV and VNAV were selected and MCP showed LNAV/VNAV SPD. The 10;000 ft. restriction was still in the FMC; it was never deleted. I watched it climb right through 10;000 ft. and continue to climb. I punched off the autopilot and pushed us back down to 10;000'. At that point the flight director was obviously holding 10;000 ft.; so I put the autopilot back on and then it started climbing after the KIDNG restriction. We peaked at 10;700 ft. four miles prior to KIDNG. ATC never called us and didn't seem to notice. I didn't write the malfunction up because there were no other problems and that was our third leg in the aircraft. I told the next Captain about the glitch and told him to keep an eye on it.It seems to have been a glitch by the autopilot. I've seen lots of VNAV confusion in the past; but I've never seen it blow through an altitude.




Synopsis: B737 Captain reported the autopilot overshot an assigned altitude during climb.
Date: 201402
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff at 80 KTS the ENG FAIL light illuminated. Reject was initiated by the Captain in accordance with standard procedures with a maximum speed attained of 90 KTS. After clearing the runway; Level 2 SELECT FADEC ALT illuminated in Number 3. Checklist was accomplished before taxiing back to the ramp.




Synopsis: MD-11 flight crew rected takeoff at 80 KTS due to ENG FAIL light illuminated.
Date: 201903
Local time of day: 1801-2400
Location: SYR.TRACON, NY
Weather elements / visibility: Snow
Aircraft: UAV - Unpiloted Aerial Vehicle
Flight plan: IFR
Flight phase: Cruise
Airspace: Class C SYR
ATC / advisory: TRACON SYR
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X a UAV remote piloted aircraft with Aircraft Z for escort. Requested to descend to 2;000 feet due to weather throughout the airspace. There were multiple squalls of snow that had affected all VFR aircraft during the entire shift and there was an unusual amount of VFR call up activity for this time of year. After descending the UAV to 2;000 feet there was a coordination to combine the operation in which I took control of the entire airspace. After the coordination; I had multiple VFR call ups for VFR flight following. One of the aircraft were flying directly into a snow squall which I felt needed to be resolved. While this situation was being resolved there was a position relief briefing about to begin which further drew my attention away from the UAV. Additionally; Aircraft Y a [commercial fixed wing] departed off of Syracuse was issued a heading and climb to 10;000 feet. There was a correct readback from the pilot on both the heading and altitude. The aircraft climbed through 10;000 feet and was instructed to maintain present altitude at 11;000 and was given a pilot deviation. During this time the UAV had entered an MVA of 2;700 feet while being level at 2;000 feet. I issued a climb to the UAV to 3;000 feet soon after. Keep the operation de-combined.




Synopsis: Syracuse TRACON Controller reported a UAV that was below the MVA that had to be climbed and an air carrier aircraft that busted their altitude clearance.
Date: 202201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Ground ZZZ; Ramp ZZZ
Reporter organization: Contracted Service
Reporter function: Vehicle Driver; Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue; Ground Incursion Taxiway
Detector: Person Maintenance
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: I along with Name were tasked to tow Aircraft X from Gate X to the hangar with the Supertug. ZZZ FAA Ground Controller clear us from the hangar via Taxiway 1 ALPHA cross RWY XX-XY on to BRAVO and hold short of MIKE taxiway. There Name contacted Company ramp control for clearance to Gate X. Company Ramp Control then cleared us from are holding position on taxiway BRAVO to Gate X. Supertug 1 started to proceed Name (radio / safety) told me to stop as a regional jet was passing in front of us on taxiway MIKE (left to right). I was blinded by the large flood lights set up in in the cart corral this impaired my line sign sight of a passing AC on taxiway MIKE. Company Ramp control did warn Supertug 1 of the passing regional jet.Lack of Company Ramp Control knowing position of aircraft on taxiways. Flood lights causing vision issues at that taxiway intersection.Return taxiways MIKE and BRAVO to FAA controlled area




Synopsis: Maintenance Technician reported while operating a super tug at night on movement area; miscommunication and blinding flood lights resulted in near collision with a regional jet.
Date: 201407
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine Thrust Reverser
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: R REV UNLOCKED caution message illuminated through 11;000 feet during climb after departing. The crew complied with the QRH and landed at the nearest suitable airport; which was the departure airport.Single engine operations could be considered a threat. However; following the QRH and utilizing CRM made this event little more than a high workload period.




Synopsis: After takeoff; a CRJ-200 EICAS alerted R REV UNLOCKED so the QRH was complied; the engine shut down and the flight returned to the departure airport.
Date: 201602
Local time of day: 1201-1800
Location: LGA.Airport, NY
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: On the LDA A approach at LGA; I was pilot flying; weather was CAVU; we were cleared for the approach. I was following aircraft in front of us [and] started the final descent before the FAF; the Tower gave me a low altitude alert; [I] adjusted descent [and] made normal landing.




Synopsis: A319 Captain reported getting a low altitude alert from LGA ATC when he descended before the final approach fix on the LDA-A approach.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 F Executive 21
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Landing
Airspace: Class E ZZZ
Aircraft component: Tires
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: Other Landing
Result: Air Traffic Control Provided Assistance; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During descent to our intended destination airport of ZZZ; we began having some minor engine issues. We elected to make a precautionary landing at a nearer airport and alerted ATC to our issue. As a result of concern for the engine issue; we elected to maintain speed and retain more altitude than normal during descent. We positions for a pattern entry on right base in order to speed our approach to the runway. Once established on base we had the runway made and dropped landing gear and tried to add flaps. At that time we discovered that our flaps would not stay down. We now were high; fast; with an unknown engine issue. We began an aggressive slip and delayed our turn to final. We touched down fast and approximately at the midpoint at ZZZ1. We began braking hard; and during the roll out our right main tire failed. Upon stopping we reached out to Airport Management and Center by phone to advise them that the runway was obstructed.Our caution over the engine made us retain too much energy on the approach nearly causing us to overshoot. Although I believe retaining energy was a good decision in the situation; we retained much more than was necessary and misjudged how much excess energy we had. Had we made a closer assessment of the amount of energy we needed in case of a full failure the excessive braking and more extreme speed bleeding would have been unnecessary while still retaining safety margins in case of a full failure. I also believe that the tire failure could have been avoided with better braking control. Finally my lack of currency with engine out procedures contributed to my misjudgment of the required safety margin. My Biennial Flight Review (BFR) was due at the end of July and my previous BFR was an instrument check ride. I have not regularly practiced engine out procedures and my last practice was during my BFR approximately 3 years previous.




Synopsis: M20F pilot reported unstable approach resulting in tire failure on landing.
Date: 201707
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
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)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared for takeoff. I advanced the throttles per normal procedure. Once we lifted off; we could smell a slight odor. As we climbed higher; the odor got stronger. It was the worst between 3;500 to 12;000 feet. This odor would be characterized as 'musty; smelly gym socks'. As we climbed higher (through 15;000 feet MSL); the odor went away. I checked with the flight attendants. They said they could smell it too. I considered this a fume event. There was a previous write up for the same occurrence. The last crew stated it happened on descent. We also experienced the same fumes on descent; but not to the extent of departure.




Synopsis: B757 Captain reported noticing a 'dirty socks' odor after takeoff.