elihoole/asrs-aviation-reports huggingface dataset:
Date: 201401
Local time of day: 1801-2400
Location: BIRD.ARTCC, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A BIRD
ATC / advisory: Center BIRD
Aircraft component: HF SSB
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction
Second reporter function: Relief Pilot
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; 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; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Procedure
Primary problem: Ambiguous

Narrative: Queried Edmonton ATC several times about when/how to obtain oceanic clearance. Finally gave us HF frequency. About that time my crew meal came up; I began to eat and the relief pilot called Gander radio; advised we were CPDLC and requested a SELCAL check; but it did not register with me that he did not specifically request an oceanic clearance. Shortly; after crossing the FIR boundary; we received SELCAL and were given an oceanic clearance. Poor HF made the process very difficult but finally heard 'readback correct.'


Second narrative: What followed throughout the remaining time span contained within this report was a virtual constant struggle to obtain and maintain a clearly understandable HF communication with Iceland. Static; in/out fad; and weak signals were dominant. With the Oceanic Clearance; and multiple HF SELCALS from Iceland; numerous attempts on primary; secondary; and other frequencies printed on the Navigation charts were attempted. The secondary frequency of 11279 was totally unusable; and 8879; 8891; 4675; 5649; and 5616 were also utilized to no avail. After much difficulty an Oceanic Clearance was received and read back on HF 8864.During this HF fiasco; both CPDLC and ADS either dropped offline or were intermittent. At no point in this process was a route flown other than what the clearance that was understood by this crew.


Synopsis: Flight deck confusion and intermittent communications with ATC resulted in a B777 entering oceanic airspace without a clearance.
Date: 201412
Local time of day: 0001-0600
Location: FLL.Airport, FL
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Other Unwanted Situation
Detector: Person Observer
When detected: Other Not stated
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: The elevated portion of runway 10R/28L and taxiway 'J' east of 'J-8' ranges from approximately 35ft to 55ft above the surrounding grade level. In the event of a passenger evacuation; (especially from a widebody aircraft); in the above areas; there are few barriers or railings that would prevent passengers from falling or being pushed over the edge of the high MSE (Mechanically Stabilized Earth) walls. The elevation of these walls go up to as high as a five story building. Of special concern is that portion of taxiway 'J' which spans a railroad line and a 6 lane highway via a taxiway bridge. Any widebody aircraft stopped on this bridge would be incapable of safely conducting a passenger evacuation due to the closeness of the edges of the bridge in relation to the bottom of the deployed passenger escape slides.  Additionally; FLL has only two stairways that would permit egressing passengers to escape from the vicinity of a burning aircraft; stopped on the elevated portion of the runway/taxiway; down to ground level.




Synopsis: A retired air carrier Captain reported concern about the lack of safe area available for passengers and crews following an emergency evacuation conducted on the artificially elevated east end of Runway 10R/28L at FLL.
Date: 201906
Local time of day: 1201-1800
Location: CHA.Tower, TN
Aircraft: Beechjet 400
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class C CHA
ATC / advisory: Tower CHA
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was instructed to circle and overfly the airfield for a left base. Aircraft X joined the left downwind for circle and another aircraft was on final. Aircraft X would have had to turn very close inside of the aircraft on final. I canceled his approach clearance while in the downwind and turned him out to a 240 heading and climbed to 4;000 feet. Aircraft X went into the 3;600 foot Minimum Vectoring Altitude at 2;300 feet.




Synopsis: A CHA Tower Controller reported they had to vector an aircraft out of the pattern and it flew below the Minimum Vectoring Altitude.
Date: 201703
Local time of day: 1801-2400
Location: APA.Airport, CO
Weather elements / visibility: Turbulence
Aircraft: Light Transport
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class D APA
ATC / advisory: Tower APA
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: The aircraft was cleared for takeoff. Both wind and turbulence information were given to the pilot. At aircraft rotation the aircraft banked to the left for a split second and then returned to a wings level attitude. I did not observe the right wing of the aircraft make contact with the runway. The pilot did not say anything about hitting the wing on the runway; so I turned the aircraft and switched them to departure.




Synopsis: APA Airport Controller reported watching an aircraft depart; then observed the aircraft bank to the left; then correct to level wings. Aircrafts right wing apparently hit the ground when correcting.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Small Aircraft
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Staffing
Primary problem: Staffing

Narrative: Aircraft X was climbing out of 5;000 feet for 10;000 feet. Aircraft Y was 25 NM NW and level at 9;000 feet SE bound. The sectors were combined and busy with a full workload including practice approaches on the north side of the sector configuration; with multiple in-bounds as well as terminal arrival and departure traffic. Aircraft X initially had a good climb rate which declined with altitude; and became traffic for Aircraft Y. The two aircraft were opposite directions and at around 7 miles apart Aircraft X was only at 8;300 feet and climbing and would not top Aircraft Y at 9;000 feet. Traffic alert was issued to Aircraft X and given a 30 degree turn to the right and a descent to 8;000 feet. Traffic was issued to Aircraft Y and a climb to 10;000 feet. Aircraft Y reported Aircraft X in sight and was instructed to maintain visual separation and to climb and maintain 10;000 feet. To my knowledge separation was never lost but was close.Due to very short staffing; along with COVID-19 scheduling this makes it hard to mitigate busy traffic by splitting sectors in the optimal efficiency of running the NAS. Other issues that could have been preventive; would be the presence of a Supervisor to staff the area when a Supervisor was scheduled for work; however; the Supervisor was on break and a Controller in Charge took the position which greatly hurts the staffing of able bodies to the operation.




Synopsis: Center Controller reported a possible loss of separation and cited COVID-19 related staffing issues as a contributing factor.
Date: 201411
Local time of day: 0601-1200
Location: ZZZZ, FO
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked; Descent; Taxi
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Human factors: Physiological - Other
Anomaly: 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: General Physical Injury / Incapacitation; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were making an extended descent when I was notified by Flight Attendant (FA) C and FA K that there was an extremely foul odor that was detected in the section of the aircraft; from approximately row 18 to the back galley. They were also experiencing a burning sensation in their nasal passages; metallic taste in their mouths; congestion in the throat; headaches that came on quite suddenly. FA-A; myself; proceeded to the back galley; after detecting the same odor & beginning to feel same effects; I went to forward galley & reported all to Captain by interphone. FA-B had been in the forward galley when all of this was reported. This call occurred about 5;500 feet before landing. After passengers deplaned; Captain called for maintenance & we reported to him what happened and when it occurred. Captain then advised us that the company requested he perform an engine check; running engines for 5 min; with the door closed & the mechanic on board - to see if the odor would duplicate itself. All FAs remained on board in first class area. During this test; mechanic detected the same odor & began experiencing the same ill effects that we had felt. After Captain consulted with the company; we were advised that he would have to do another engine check; much longer than the first. We chose to deplane during this second check & go into the terminal. FAs returned to the aircraft and we were told that the 2nd check did NOT produce the odor that was detected earlier. Captain made sure that we could safely function to perform our duties for a return flight before the passengers started to board. Boarding was completed and mechanics remained on board in the cockpit; conferring with the pilots; for quite some time. Myself; FA-A; FA-C and FA-K were still experiencing symptoms & ill effects on Flt back; but felt that we could make the flight; & we arrived at destination without further incidents. As of today; I continue to experience the symptoms of this exposure to the odor/fumes that I was exposed to.




Synopsis: A321 lead Flight Attendant is informed by another Flight Attendant of an extremely foul odor in the aft part of the cabin. The two aft galley Flight Attendants state they are experiencing burning sensations in their nasal passages; metallic taste in their mouths; congestion in the throat and headaches that came on quite suddenly. After landing maintenance is able to resolve the issue for the return flight.
Date: 201211
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Tower ZZZ
Aircraft component: Cabin Lighting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Ten minutes after take off we received 4 chimes from a Flight Attendant advising us that they had detected some smoke and fumes around row 8.  She said she will investigate it more and call us back.  In the meantime; I elected to run the 'Smoke/fire/fumes' checklist.  Within about a minute the Flight Attendant called us back and informed us that in fact there was smoke and fumes coming from an overhead bin; and it smelled of melted plastic. At that point she was told to keep us updated and that we would declare an emergency and return to [departure airport].  We declared an emergency with ATC and requested vectors back.  Requested ARFF crew and the frequency for them. Advised Tower we would stop on the runway.  After we stopped; the First Officer coordinated with the ARFF crew while I made a PA to the passengers and flight attendants.  I then opened the cockpit door to get a better visualization of the cabin situation.  I asked the flight attendants if it was under control and could we just taxi back to the gate promptly.  Their response was; 'Yes; it's okay; taxi back to the gate.'  I told them to brief the passengers that when we get back to the gate that they were to deplane promptly without their luggage; and that rescue crews would be boarding after that.  To my knowledge; no injuries were sustained.  Maintenance determined it was a light ballast that overheated.


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


Synopsis: MD-82 flight crew reported a Flight Attendant called with smoke in the cabin. They declared an emergency and returned to departure airport where a defective light ballast was determined to be the probable cause.
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload; Distraction; Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: RH Alternator light illuminated on takeoff after gear retraction. Pilot Monitoring ran QRH. We returned to ZZZ. RH Alternator failure. ATC declared [priority handling].


Second narrative: After rotation; the right Alt Out light illuminated. We ran the QRH and it did not fix the alternator. ATC [requested priority handling] for us; and we returned for landing. The alternator failed.


Synopsis: Air taxi flight crew reported the alternator failed on departure and they returned to the airport.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Distraction; Fatigue; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: During an off-airport landing on a gravel bar; I landed the airplane too fast and not properly configured (half flaps) for a short field landing.  The aircraft overran the available gravel; entered the river; and flipped over. The proximal cause of this was a last minute decision to convert what was supposed to be my second reconnaissance pass into a landing; without running a checklist or properly configuring the airplane.  An additional factor was not sticking to (and verbalizing) my plan to return for more fuel if I did not find a suitable landing site before reaching the end of my fuel budget. The root causes were that I had allowed myself to become mentally fatigued over the course of about 45 minutes looking for a suitable landing site; and also had allowed myself to become fixated on having to land in the immediate area (where we had seen caribou); without returning for more fuel.




Synopsis: A fatigued Glastar pilot attempted to land on an off airport gravel bar but overran the landing site; entered a river and flipped over after not configuring the aircraft for landing.
Date: 202010
Local time of day: 1801-2400
Location: SEA.Airport, WA
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SEA
ATC / advisory: TRACON S46
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Encountered moderate wake turbulence (10-12 degrees roll) descending on the HAWKS Arrival into Seattle. The traffic we were following was well beyond 5 miles ahead of us; we estimate about 9 miles. We encountered wake approaching BREVE and had to slow down below the 250kts published speed to exit the wake and maintain control of the aircraft.  Slowing down was effective in decreasing and exiting the wake.  We had briefed wake turbulence avoidance earlier in the day. So we were already being cognizant of creating spacing and yet we still encountered wake at a conservative distance. Low visibility approaches were in effect so there was aircraft congestion and the controller was busy on the radio. Initially when we encountered wake we tried to notify the controller we needed to slow below published speed to exit it. However she was occupied by radio congestion to get the message across and didn't get our request to slow for wake; until after we already passed the restriction. When we finally connected with the controller she wanted us to speed back up to the published speeds to maintain her spacing into Seattle. I assessed as PIC that we had created enough separation by slowing so we resumed published speeds per her request. We only hit minimal wake turbulence thereafter.  I saw the controller's preoccupation with spacing and radio congestion a threat. Although the autopilot did not disconnect; I disconnected it when I saw the airplane to through 10 degree rolling motions.I would like to see more aircraft spacing more than 5 miles behind a heavy. I learned that controllers sometimes do not create separation for wake. It is up to the pilots to be proactive. Controller preoccupation when weather is a consideration is a threat. Controllers will unfortunately try to give clearances that may be unsafe and it is up to the crew decide and deviate if safety is compromised.




Synopsis: EMB-175 Captain reported encountering wake turbulence 9 miles in trail of a heavy jet on arrival into SEA.
Date: 201904
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; MEL
Primary problem: Aircraft

Narrative: Unable to operate Aircraft X [from] ZZZ due to multiple MEL's [Minimum Equipment List] on the fuel system.




Synopsis: A320 Captain refused aircraft due to multiple MEL fuel problems.