elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise; aft flight attendants complained of fumes near aft galley that smelled like burning plastic or electrical fire. No smoke was observed. No passengers complained. The two forward flight attendants went back and confirmed the smell; but were not exposed very long. The two aft flight attendants were exposed longer and complained of throat and chest pain. We elected to turn around and divert to ZZZ. The two aft flight attendants were taken for medical care. No one else was affected. On ground in ZZZ; passengers disembarked. ARFF personnel scanned the aft galley area with thermal imaging equipment and noticed nothing overheating. A mechanic searched the aft galley area and smelled nothing with the packs off; but did notice smell when right pack was turned on. Apparently something wrong in right pack causing fumes.




Synopsis: B737-800 Captain reported medical diversion after being notified by flight attendants of 'burning plastic/electrical fire' odor causing physiological issues. Two flight attendants received medical treatment.
Date: 201405
Local time of day: 1801-2400
Location: FTG.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZDV
ATC / advisory: CTAF FTG
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Time Pressure; Communication Breakdown; Confusion
Anomaly: Conflict NMAC; 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: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I left Front Range airport in the late evening with my wife and two children on board. I watched an emergency helicopter takeoff from ramp and then started my airplane and announced that I was taxing from the ramp to the runway. The Tower closed so I was announcing my positions as I would for a non controlled airport. I announced that I was going to back taxi Runway 8 as the taxiway for [Runway] 8 was under construction. Upon nearing the end and announcing that I was taking off of Runway 8 with an eastbound departure. I headed down the runway; as I was getting near the end of the runway I could see two dim red lights that appeared to be coming at me and I doubled checked to see that my landing light was on and it was. My traffic on the Garmin popped up that traffic was head on and I pushed the throttle forward pulled up and slightly to the right as it appeared he went right under me 100-200 FT. I immediately got on the radio and questioned what was going on and no response. Then I asked for a radio check thinking maybe my radio. Someone answered that it came in loud and clear and that they were in the hangar area. I assume it was one of those emergency helicopter pilots as he said they were on the ground by the hangars; so I know my radio was working. Then in a couple minutes I heard what sounded like a foreign accent come on the radio and ask if I was doing pattern work; to which I replied no I am eastbound. I was on the radio announcing my position at least 4 times and never a response once. First of all this airport is just a few miles from DEN; so a radio is a must and they were on final without a landing light or strobe. I can't recall seeing a beacon but not for sure. I know the Tower was closed but in Class D airspace it is imperative that people use their radios. I have flown into the airports of Denver for over 5 years now and never had anything like this happen; I say they need to run that Tower 24 hours again if the safety that close to Denver International can't be regulated better.




Synopsis: A pilot departed FTG at night and immediately after takeoff had a near miss with an aircraft which apparently had neither navigation nor landing lights on and also not making CTAF radio announcements.
Date: 201907
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Off Duty
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Company Policy
Primary problem: Chart Or Publication

Narrative: Earlier this year we took delivery of used A319s with tail numbers XXX; XXY; XXZ and XXA. These aircraft are missing from our inflight manual. We have no reference for cabin equipment diagrams and emergency equipment diagrams. As flight attendants; we do not know what equipment we might have in a ditching. We have several configurations of Airbus; we reference the tail numbers to look up this information in our manual. There are times we may have read the wrong safety demo; since there is no script under the public address cards. It has been over 6 months since these aircraft joined out fleet; yet we still don't have any documentation in our manual. Please provide cabin equipment diagrams; emergency equipment diagrams; safety demo public addresses; station assignment charts; staffing assignment charts and aircraft identification overview.




Synopsis: Air carrier Flight Attendant reported that with deliveries of used aircraft; these aircraft are not listed by number in the appropriate manuals; resulting in wrong safety briefings being conducted.
Date: 201506
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: Medium Large Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Procedure; Human Factors; Weather
Primary problem: Weather

Narrative: I was working 13R by myself during the morning push into DEN when I was told we had to go into no notice hold for wind shear at DEN. I felt pushed from this point on; issuing numerous hold instructions and attempting to explain on frequency the reason for delay and expected updates. I had successfully updated all aircraft when I started receiving multiple inbound instructions over a 10 minute period. I was joined by another controller at this point on 13D because that controller had heard me ask for help. I was told to send aircraft in 1x10; no 1x15; 1x10 and then 2x10 (the normal spacing for this sector.) I was also informed to change to the long side STAR with no notice. I was working hard to comply with this rapid flow of changes when I turned Aircraft X inbound to TOMSN and issued the FRNCH3 STAR. I was also pushed trying to keep track of which aircraft had advised low or minimum fuel. I descended Aircraft X from FL250 to FL180 expecting a left turn to TOMSN and then pointed the aircraft out to sector 6. Aircraft X did not start his descent and floated for a short time. I then noticed that Aircraft X was turning right and verified this with the pilot. The sector 6 controller noticed Aircraft X turning into Aircraft Y and not descending and alerted me. I turned Aircraft Y to Heading 360 with request for a tight turn and asked Aircraft X to tighten turn to TOMSN. I determined since Aircraft X had already left FL250 that an altitude change would not help so relied on turns to solve the conflict. I had a bubble on Aircraft Y and saw one maybe two updates in the bubble with no less than 4.7 miles at the minimum distance. The pilots of both aircraft gave me tight turns so the conflict was solved quickly.Not sure if the constant changing of arrival configuration can be solved but this definitely caused me to fall behind. Get help sooner.




Synopsis: ZDV Controller reports of wind issues at DEN which caused no notice holding and a configuration change at the airport. The controller issued a turn to an aircraft that turned the wrong direction and became a conflict with another aircraft.
Date: 201906
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: Ramp
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection; Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Started flight early; loaded the freight in Pit 6 and did not notice any Dangerous Goods markings. Was cautious about dry ice due to animal to be loaded in Pit 5. Finished loading and called Load Planner for oxygen check. He brought to my attention the Dangerous Goods in Pit 6. Since I didn't notice any Dangerous Goods signs on freight I moved the freight to Pit 4 on the load plan. I was never contacted by the [Operations] Dangerous Goods Specialist. I ran out of time to move the freight.




Synopsis: Air carrier ground personnel reported moving Dangerous Goods to a cargo pit that did not contain live animal.
Date: 202106
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Wind
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: We received an ACARS message that told us a box of horse tranquilizers may have been left on the aircraft from the previous flight.  We did a search of the cockpit and found it in the storage area next to the Captain's seat.  This bin usually contains the EFB charger and cable; extra headset; Ipad mount; and maybe a water bottle or two.  It was a small black box; it blended in very well with the other jumble of black things.  I missed it on the my cockpit inspection. Horse charters are unusual.  Flight crews don't do them often and the requirement for the PIC to maintain control of the dangerous drugs the handlers carry is easily forgotten on block in. Treat that box of tranquilizers in the same way we deal with gear pins and pitot covers.  Place a light weight; bright orange; pouch with a long orange flag in the logbook. The pouch and flag should say 'DANGEROUS MATERIALS' in big letters on the outside.  Require a logbook write-up when the pouch is used.  The write-up is cleared when the pouch is re-stowed.  If the flight crews; AMTs; and cleaning crews see that pouch and flag; they will notify OPS.




Synopsis: Captain reported a Dangerous Goods container was erroneously left on board from a previous flight.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taxied out and did run up and all was normal. Cleared for takeoff and added power. Manifold Pressure (MP) came up and on rotation MP continued to climb and max out. I reduced the power in attempt to reduce MP but no reduction. As I climbed out ATC notified us of smoke out of the left engine so I immediately took control of the aircraft and began a rerun to landing. As I reduced power MP dropped down to normal and the smoke stopped so I continued with a normal landing and taxied back to the gate and deplaned the passengers. No other incidents occurred.




Synopsis: On takeoff a C402 developed maximum manifold pressure which could not be reduced and simultaneously ATC notified the pilot about a smoking engine so as he returned to land he was able to reduce power which stopped the smoking.
Date: 201807
Location: D01.TRACON, CO
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb; Initial Climb
Airspace: Class E D01
ATC / advisory: TRACON D01
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Chart Or Publication; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was a departure. Aircraft X departed in a right turn to heading 120 and climbing to 8;000 feet. I turned Aircraft X to a 080 heading because I would be unable to climb the aircraft to the final requested altitude of 9;000 feet and the current heading would place the aircraft in an 8;500 foot Minimum Vectoring Altitude(MVA) at 8;000 feet. Immediately after issuing the turn I realized that 9;000 feet was available and so I went back and corrected the turn to 'Direct [fix] and join [airway].' I intended to issue a climb to 9;000 feet; and thought that I did; but after reviewing the FALCON replay it was apparent that I did not issue the climb. Aircraft X entered the 8;500 foot MVA at 8;000 feet and I quickly issued Aircraft X a climb to 9;000 feet. I thought that I issued the climb to 9;000 feet. In the future I'll stick with my original plan instead of hesitating and changing at the last minute.




Synopsis: D01 TRACON Controller reported failed to climb an aircraft after issuing a new clearance; which caused the aircraft to fly below the Minimum Vectoring Altitude.
Date: 201302
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: ILS approach; the Captain was pilot flying and called for gear at approximately 6 miles on final. The left main gear did not indicate down and three green. We executed a go-around and declared an emergency. The QRH led us to The Emergency Gear Extension checklist and on a long final we lowered the gear handle as the first step of that checklist. When the gear handle was lowered we received all three gear indicators down and three green. The approach and landing proceeded with no further incident. Excellent work by the First Officer.


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


Synopsis: MD-82 had unsafe gear indication; declared an emergency; accomplished uneventful landing.
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X was enroute and keyed up and said the aircraft was losing oil pressure. Pilot wanted to divert to ZZZ. The pilot requested to climb to which confused me since he was so close the airport. I was having trouble communicating with the pilot due to radio issues either on our end or his; I'm not sure which. I ascertained the pilot wanted to head to ZZZ but could not establish the severity of the situation due to broken communication. I gave the pilot runway configuration and WX (weather) at ZZZ as well as the CTAF and told the pilot altitude his discretion. Unfortunately; I was never able to get confirmation from the pilot before he began descending into the airport. The last thing I heard was that the engine was out and that the aircraft was going to glide the rest of the way. The pilot could not hear any additional communication from myself at this point. I also got airspace blocks with the adjacent airspace.I could have [given priority] earlier but I was not sure what the pilots intentions were due to the bad radio communication other than he needed to land at ZZZ.




Synopsis: Center Controller reported that a pilot asked to divert due to an engine problem then said the engine had failed. Due to unclear radio transmissions; Controller was not sure what pilot intentions were for landing location.
Date: 201812
Local time of day: 1201-1800
Location: BFI.Airport, WA
Flight conditions: IMC
Weather elements / visibility: 4
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
ATC / advisory: Tower SEA
Reporter organization: FBO
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: MVFR conditions prevailed with relatively strong winds. We were assigned the NRVANA 1 Departure; which is an RNAV (GPS) departure from Runway 14R. The departure includes a climb on an initial track of 135 degrees to 700 feet; then direct NRVANA. Positive course guidance is not available on this departure until reaching 700 feet. On or about the time we reached that altitude; we entered IMC conditions and we were turned over to Seattle radar. As we managed the hand off; we began to notice a divergence from the outbound course. Over the next two minutes; while making heading corrections; the divergence continued. During this time; it became apparent that we had entered strong cross winds. As best as I could tell; the maximum divergence was about 0.6 nautical miles which was displayed on the navigation display as a one quarter scale deflection. Seattle ATC gave an immediate left turn instruction; wherein we immediately corrected an additional 40 degrees of heading. The rest of the flight was normal. My concern is a possible loss of separation. While we remained within the lateral boundaries of the BFI Class D airspace; our cleared altitude reached 2200 feet before we were able to diverge back to the center line. This could have resulted in a traffic conflict with aircraft arriving at SEATAC. I recommend the departure be redesigned to allow for positive course guidance be provided at 600 feet versus 700 feet; which is the standard for an RNP 1 Departure. Given the complexity of the airspace in this region; positive courser guidance at a lower altitude would reduce the risk.




Synopsis: GA flight instructor reported a slight course divergence due to strong cross winds could cause a possible loss of separation.  Reporter recommended the departure procedure be redesigned.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Cleared for pushback from Ramp Control at Airport ZZZ. Told Tug driver cleared to push; pushed back 5 feet and was advised by tug driver that he ran into a parked truck behind us.Just a mistake by Tug Driver.




Synopsis: After receiving pushback clearance from Ramp Control; the Captain cleared tug driver to commence push back. During pushback the aircraft made contact with a parked vehicle.