elihoole/asrs-aviation-reports huggingface dataset:
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Dawn
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Halfway through our flight; our B-Flight Attendant asked to come into the flight deck and talk with us.  When she got to the flight deck she indicated that there was a very strong cleaning/bug spray smell in the aft galley.  And; our C-Flight Attendant was complaining of coughing and a hard time taking a deep breath because of the strong cleaning smell.  Our A-Flight Attendant didn't smell anything.  No passengers were indicating concern and; we didn't smell anything.  I informed the Flight Attendant (FA) if she was medically concerned we would patch through to medic so she could communicate her concern.  All the FAs indicated they were feeling OK and did not want to contact medic.  They just wanted someone to look at the aircraft in ZZZ2.  At that point I told her we would put the packs to high to help eliminate the strong cleaning odor.  We contacted Dispatch through ACARS to discuss the situation and see if there was an anti-microbial spray completed the night before.  Also; to inform Dispatch that they were not comfortable taking the aircraft on our next leg.  Dispatch wanted a patch through ARINC. We agreed on a patch to medic. During their discussion; Dispatch sent us an ACARS to divert to ZZZ1.  The First Officer (FO) notified ATC of our intention to divert. I notified the FAs and passengers of our intent; as well. As a precaution we accomplished the Smoke; Fire; or Fumes QRC and referenced QRH Smoke; Fire or Fumes Checklist in case the situation escalated.  Dispatch notified us the aircraft had been sprayed the night before. We communicated with our A-Flight Attendant on what to expect on landing; taxi; and at the gate.We kept in constant communication with the A-FA to constantly reassess our situation.  On our descent into ZZZ1; medic recommended the two Flight Attendants in question use the portable oxygen.  With that information I notified ATC.  We then accomplished all appropriate checklists and landed uneventfully.




Synopsis: B737 Captain reported a fumes event during cruise resulting in health issues for some flight attendants and an eventual diversion.
Date: 201307
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Aircraft: Baron 58/58TC
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Misjudged the rate in which the BE58 would descend to avoid the overflight. Update the BRITE to newer user friendly equipment. It's difficult to use; the graphics are poor compared to what we use and see with other media. It hangs on the ceiling making it more difficult to see because of the graphics.




Synopsis: Tower Controller indicated a loss of separation event claiming the BRITE equipment graphics and location made it difficult to observe needed information.
Date: 201405
Local time of day: 1801-2400
Location: PDX.Airport, OR
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E P80
ATC / advisory: TRACON P80
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Became Reoriented
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: There is a potential terrain conflict on the HHOOD 2 RNAV Arrival; to PDX. The Airbus FMGC; when executing the arrival; descends the aircraft below the published MEA. The segment in question is from HHOOD to BLRUN when landing on 28L/R. There is no charted crossing restriction at BLRUN; the next charted restriction is at SHAFR (At 240 KTS and at or above 6;700 FT). There is; however; the listed MEA of 7;200 FT(in small print) between HHOOD and BLRUN which is very easily missed. The Airbus FMCG sees the path beyond SHAFR as too steep for the aircraft to accomplish under normal circumstances; so it attempts to get the aircraft as low and slow as possible to get ready for the approach to 28L/R. When looking at the FMGC before the arrival; I saw that it ignored the 240 KTS requirement at SHAFR (common for the Airbus); descending and slowing the aircraft to be at SHAFR exactly at 6;700 FT; but at 203 KTS. To do this; it descends at 250 KTS from 10;000 to 6;700 FT; [and] then starts slowing. Unfortunately; this descends the aircraft to 6;700 FT PRIOR to BLRUN; the FMCG shows the aircraft at 6;700 FT and slowing at BLRUN; which puts it 500 below the published MEA. If a crew follows SOP and sets the lowest published restriction on the arrival when cleared to 'descend via'; they will descend below the MEA and cause a terrain conflict if they follow the VNAV path. I'm guessing that this hasn't come up before because PDX approach normally vectors you and stops you at 7;000 FT right after HHOOD; then steps you down to avoid terrain as you approach the airport. However; the safety potential is there; and needs to be addressed.




Synopsis: A319 Captain reports that the Airbus FMGC will ignore MEA and airspeed requirements on the HHOOD 2 to Runway's 28 at PDX if left to its own devices.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Super King Air 200
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Failed
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting; Training / Qualification
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On takeoff; we were told to fly heading 230 (runway heading) to 3;000. As a new pilot flying; I was at the controls in the right seat flying the airplane to our directed heading and altitude. Upon reaching 3;000 feet; the autopilot gave all indications of capture and blew through its selected modes. The climb rate maintained over 2;000 before the controls were taken by the Captain. Upon reaching 3;300 feet we entered at steep turn to a heading of 160 and attempted to continue a descent as the trim was running all the way to the trim up position and airspeed was increasing. We slowed the aircraft down while simultaneously disengaging the autopilot and gaining positive control of the aircraft. This was critical because an aircraft with lost communications was above us at 4;000 feet. Once we cleared of the traffic the flight went smooth for the rest of the way. An improvement that would have helped this situation is more automation management as well as a full panel on the copilot side which would have helped notice the climb rate continuing rather than capturing. We later perceived the autopilot to failed and continued the flight without any further issues.


Second narrative: Copilot was flying on autopilot. Alt sel was armed. Gave all indications of capturing but did not. I took control and returned to the correct altitude. Approach Control Supervisor advised there was no conflict in airspace with other traffic. Remainder of flight was uneventful.


Synopsis: Super King Air 200 flight crew reported autopilot failure including an uncommanded pitch trim event caused them to overshoot the assigned altitude prior to autopilot disconnect.
Date: 201202
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: 5-10 KTS below V1 we got a Hydraulic 3 low press caution message. We continued our take off. I called for positive rate gear up. When the First Officer brought the gear handle up we got a warning message; NOSE DOOR OPEN; a few moments later we got another warning message; GEAR DISAGREE; landing indication showed gear still down. We complied with QRH. Our gear came up and message cleared then we returned back to the departure airport and called Maintenance. They brought it back to the hangar. There was a maintenance issue; they worked on it the night before.




Synopsis: A CRJ200 CAS alerted a HYDRAULIC 3 LOW PRESS caution message five knots below V1 so the takeoff was continued; the QRH complied with and a normal landing completed at the departure airport.
Date: 202201
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: ADS-B (Automatic Dependent Surveillance - Broadcast)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Upon STAR initiation (Nixxes) into DEN landing north; ATC advised a 5G event at DEN.  At 10;000 feet on Localizer to 35L; ECAM intermittently dinged and displayed ADS-B 1&2 Reporting Failure. Cleared ECAM and emergency cancelled the repetitive nuisance messages. Additionally; received a GPS Lost message on FMC at 8;000 feet.  Continued CAT 1 ILS to landing uneventfully.  Notified maintenance of ADS-B system failure.  Maintenance informed me that that was the third such report of ADS-B failure in the last 15 minutes.




Synopsis: Air carrier Captain reported ADS-B and GPS issues during arrival to DEN airport.  Reportedly; ATC advised the crew of 5G events going on in the area.
Date: 201708
Local time of day: 1201-1800
Location: S46.TRACON, WA
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SEA
ATC / advisory: TRACON S46
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: I was working arrival sectors combined. It was a busy and complex session with numerous BFI arrivals; lots of VFR targets; practice approaches in and through my airspace. Aircraft X checked in and was descended and positioned on the downwind for the ILS into BFI. The whole session I had been observing VFR aircraft in the vicinity of the BFI approach course. As such; I was proactively scanning to avoid potential conflicts; as such had already occurred about an hour before. As I turned Aircraft X to the base leg; I saw a VFR target (Aircraft Y) just northwest of the FAF tracking the localizer outbound and issued the traffic to Aircraft X. Aircraft X was looking; but very clear about not having the traffic in sight. I elected to vector Aircraft X across the localizer until the VFR was no factor prior to issuing the approach clearance for the ILS. Aircraft X landed without incident.Closest proximity between Aircraft X and the VFR was 1.59 miles laterally and 500 feet vertically. My decision to take Aircraft X across their approach course was mainly based on the fact that VFR targets positioned like this do not typically remain 500 feet below the crossing altitude at the FAF. As such; the only way I could ensure there was no conflict was to delay the turn to final for Aircraft X. If the VFR were receiving traffic advisories from ATC; we would at least be able to restrict their altitude; or have them inform us of their intention to remain at or below an altitude that does not conflict with our arrivals to BFI.Something needs to change. The VFR aircraft are transiting a very narrow; busy corridor of airspace and are doing so without any communication with ATC. It is simply unsafe. The VFR aircraft in this area at the very least need to be in communication with ATC so that we can assign; as necessary; altitude restrictions ensuring the safety of all the aircraft involved. The solutions are not hard and while they are potentially more restrictive to VFR aircraft the bottom line is that what happens day in and day out in that airspace as it exists and operates now will eventually result in a very bad accident.




Synopsis: S46 TRACON Controller reported an aircraft on approach near the ILS Runway 14R FAF TOGAE at BFI was in conflict with an unidentified VFR aircraft and had to be vectored off the approach for separation.
Date: 202003
Local time of day: 1201-1800
Location: R90.TRACON, NE
Aircraft: Small Aircraft
Flight plan: IFR
Flight phase: Climb
Airspace: Class E R90
ATC / advisory: TRACON R90
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; 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: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was in CIC (Controller in Charge) and there was training in progress in our [west] sector. The trainee gave a clearance to this aircraft on the ground. There were some things the trainee needed to do. The trainee started working the planes in the air and released the aircraft on the ground at [satellite airport; MLE]. The aircraft that departed MLE was radar identified and climbed to 060. The pilot never read this back but continued on his course. I was watching this at the time and pointed out two separate conflicts to the trainer. The trainer was stepping in to correct these issues which were resolved. During this time the aircraft departed MLE and called us. There were a lot of planes not listening intently so the trainer had to issues the same instructions multiple times. I do not know if the pilot was given on course but I did point out to the trainer that the aircraft was in an MVA of 037 at 030.




Synopsis: R90 Controller In Charge reported an aircraft flew below the Minimum Vectoring Altitude.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Aerobatics
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While out doing air work approximately 10 miles from my airport; I noticed smoke in my cockpit. I immediately made towards the airport; reported my position; and that I had smoke in the cockpit. I was given number one clearance to land. I was able to determine that I did not have a fire in the cockpit; and the oily smelling 'smoke' was likely oil mist. My oil pressure was substantially below normal operating pressure. Normal would be 60 psi or better; I had about 48 psi. The in-cockpit 'smoke' dissipated fairly quickly; but my oil pressure continued to drop; and I advised the Tower of its status. The Tower asked how much fuel I had on board; and I reported I had 14.5 gallons. I was offered [a runway]; but I declined due to a significant crosswind; and I was concerned at the prospect of making a dead stick landing in that much crosswind. I continued for [another runway] and continued looking for potential landing spots should the engine fail. At about 2 miles out; I was down to 9 lbs of oil pressure. Aiming directly for the end of [the runway]; I maintained close to 2000 MSL until I was sure I had the runway made even if the engine did quit; and then began my descent. I was able to land without incident; and the engine quit shortly after touchdown. With the help of the Airport Manager we pushed my plane off the runway; and eventually back to my hangar. Fire trucks had been scrambled; and after determining I needed no further help; took my name; tail number; and phone number. After removing the engine cowl in the hangar it was discovered the #1 cylinder had cracked the case; causing a complete loss of oil. The engine has been pulled and will be replaced.




Synopsis: Christen Eagle pilot reported landing safely after experiencing a loss of oil pressure.
Date: 201202
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
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 Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Configuring to land flaps 30. When flaps 25 was selected; both pilots heard a pop and the aircraft began to roll left. Opposite aileron by the First Officer (pilot flying) countered the roll. Captain stated flaps were being returned to 15 degrees and then selected flaps 15. Roll inclination improved; but was still present. V-speeds for flaps 15 landing were set and landing was made without incident and minimal braking. Passengers were never aware of any problems. Made write-up in logbook and called Maintenance Control as well as Local Maintenance. Waited for inbound crew and relayed experience to them. I have never experienced this in my career. I have no idea what happened and only associate it as a flap abnormality because the pop occurred while flaps were being selected.




Synopsis: A B737 Captain reported a 'pop' sound accompanied with a left roll as flaps 25 were selected for landing. The flaps were selected to 15; the V speed reset; and the landing completed with aileron input required.
Date: 201309
Local time of day: 1201-1800
Location: CGS.Airport, MD
Weather elements / visibility: 30
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E CGS
ATC / advisory: TRACON PCT; UNICOM CGS
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Declared Emergency

Narrative: At 1;000 FT AGL a moderately large dark colored bird flew directly into our path; resulting in a bird strike. The strike shattered the windscreen; with most parts penetrating into the cockpit causing four or five minor cuts/scratches to the pilot and passenger. The aircraft remained flyable and controllable. The pilot chose to continue approach to [the planned airport] as it was the nearest approach and was already set up for landing on the active runway. The pilot then radioed a Mayday on UNICOM; describing the bird strike; loss of windscreen; no injuries; and intent to continue the straight-in approach. The landing was hard due to loss of elevator authority; but within normal performance. We then taxied to tie-down and secured airplane. Preliminary post-flight inspection showed bird impact on propeller; complete destruction of windscreen and damage to the magnetic compass. There were no obvious remains of the bird in the aircraft. Apparent injuries were limited to 4-5 small cuts and scrapes not requiring medical attention. No medical attention was sought.




Synopsis: The pilot of a C172 and his passenger were slightly injured when a bird strike caused the windscreen to shatter and pieces to penetrate into the cockpit. The pilot was able to maintain control and land at the planned destination airport.