elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise the cabin crew reported fumes and smoke coming from the oven in the first class galley. We completed the smoke and fire checklist as the strong odor was entering the flight deck. The CAB/Utility switch seemed to help diminish the fumes. We notified Dispatch and Maintenance and pulled the oven circuit breakers as the fumes were appearing again. Shortly thereafter; the cabin crew reported a strong odor opposite the ovens in the first class galley behind the lavatory.The housing enclosing the emergency flashlights were inspected and a strong odor appeared coming from this area. Three flight attendants were also complaining of burning eyes and smoke irritation. At this point I immediately diverted to a nearby airport and declared an emergency; advised Dispatch; and proceeded to the airport and requesting CFR. After a safe overweight (2;500 LBS) landing and deplaning; three flight attendants requested medical attention and one FA was taken to the hospital for evaluation.


Second narrative: The Captain upon touchdown went to manual braking and used maximum reverse to let the aircraft roll the full length to minimize the chance of the brakes overheating. After clearing the runway; we had ARFF crew inspect the brakes to make sure there were no brake overheats or fire in the wheel well area.


Synopsis: When they were unable to determine the source of smoke enroute the flight crew of a B737 declared an emergency and diverted to a nearby airport. Three flight attendants requested medical attention; one of whom was taken to the hospital for evaluation.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Distribution Busbar
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise altitude FL390 we received a level 2 GEN BUS 1 FAULT alert.  Referred to QRH and was commanded to deploy the ADG and 'land at nearest suitable airport.'   During approach we requested priority handling due to nature of problem at hand.  Erroneous stick shaker during final approach due to type of electrical failure.  Partial loss of displays on landing; and defog for Captain side became INOP.  Used the HUD throughout the flight; which was very helpful.  Landing was uneventful.  Taxied to the gate.


Second narrative: While at cruise we received a Level 2 GEN BUS 1 FAULT on the EAD.  I continued to fly the aircraft and the Captain ran the QRH.  The QRH directed him to deploy the ADG and land at the nearest suitable airport.  We notified Center that we would like Priority Handling and requested a divert to ZZZ.  While enroute the upper and lower foot on the airspeed tape were very erratic which caused the throttles to go from idle to max power multiple times.  While on the descent and approach; the Captain's windshield fogged over; so I flew the approach and landing.  Additionally; the Stick Shaker was activated numerous times; however; the power setting; pitch; and IAS were normal.  Once the aircraft touched down; the right half of the cockpit went totally dead; followed quickly by the left side.  The flight deck was blacked out and only the Captain could transmit on Radio #1.  We rolled to the end and then taxied to the gate.


Synopsis: MD-11 flight crew received a Level 2 GEN BUS 1 FAULT at FL390.  The QRH directs deployment of the ADG and land at the nearest suitable airport.  Numerous anomalies are detected during descent and approach; and the aircraft goes completely dark during the landing roll out.
Date: 201602
Local time of day: 1201-1800
Location: EUG.Airport, OR
Flight conditions: Mixed
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Cruise; Initial Climb
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: On takeoff the left main gear failed to retract. Green light stayed on and red unsafe light stayed on. Gear relay circuit breaker popped. Stabilized aircraft at 2500 feet and reset circuit breaker. Pump resumed running with handle in up position. Cycled gear down and gear came down normally. Attempted to bring gear up again and once more left main stayed down and locked; gear unsafe light stayed on; and pump kept running. This time CB did not pop and after several seconds of waiting I returned the handle to the down position and extended gear. Verified gear was down and locked using flaps and power levers.As I was outside of radio range but in a safe and stabilized position in VMC I contacted dispatch via text and notified them of the situation. They instructed me to attempt to return to home base with gear down. I obtained VFR flight following and proceeded to fly northeast climbing over the surrounding weather. Could not go IFR due to gear speed limit and minimum icing speed being mutually exclusive (150) and knowing from flying earlier and WX forecast that all the IMC weather contained icing.At the time I had 1100 lbs of fuel remaining and with a strong tailwind GPS predicted arriving at home base in 55 minutes. Reached the RBG VOR before cloud tops become too high (did not have O2 on board) and attempted to get underneath the bases and into the Willamette Valley area. This was unsuccessful so attempted to climb back up and over the tops in a different direction. This too did not work. Now I had <800lbs of fuel and tailwind had dissipated; GPS still indicating 1hr to home base. At this point I determined I would be unable to make home base and the best course of action would be to land at EUG. I obtained an IFR clearance to penetrate the clouds in the descent and reach VMC in the EUG area. Was IMC for approximately 5-10 minutes but didn't pick up any icing. Broke out and cancelled IFR and made a VFR landing in EUG.




Synopsis: Small transport pilot reported having a main landing gear problem requiring the gear to remain down. This limited its range and required a divert to an enroute field.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on my commercial multiengine checkride when the emergency occurred. After finishing the VMC demonstration I; with the DPE's help; was not able to restart the engine that I had shutdown in flight. We were already in the vicinity of ZZZ Airport; so I declared an emergency with Approach Control and landed the airplane safely at ZZZ. We taxied clear of the runway; shutdown the working engine; then called ATC and informed them that we were safe and asked if they would let Approach know our state.




Synopsis: PA44 pilot reports the failure of an engine to restart in flight during a VMC demonstration on a multiengine check ride. An emergency is declared and the flight diverts to the nearest suitable airport.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Troubleshooting; Workload; Confusion; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Upon passing the final approach fix to ILS 10R; the Tower issued a low altitude alert to us. The tower radar showed us at 100 FT AGL. They instructed us to verify our altimeters set at 30.60. We verified; and cross referenced our flight instruments; and noted no GPWS warnings; or any variations of the flight instruments. At this point in [the] flight we were at 600 FT AGL. We continued the approach to a full stop landing. Upon landing the Tower told us that it was a problem on their end. I did call TRACON; and asked just what the problem was. They told me that they had their altimeters set at 29.60. I questioned whether I took the appropriate action in continuing on the approach to a full stop landing. We are always taught to trust our instruments; but maybe a missed approach would have been a better choice.




Synopsis: A Class B Tower Controller set the facility's altimeter at 29.60 with an actual altimeter of 30.60 and as a result issued an aircraft on final a low altitude alert when in fact the aircraft was on profile.
Date: 201401
Local time of day: 0001-0600
Location: SEA.Airport, WA
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Airport; Procedure
Primary problem: Chart Or Publication

Narrative: We were cleared to descend via the HAWKZ3 RNAV landing north transition [Runway] 34L. Ahead of time I had briefed the arrival and approach. In addition; I carefully checked; against my iPad's Charts; all the fixes in the FMS for altitudes and speed restrictions. My First Officer; as well checked the same against the paper charts. We both missed the box indicating the transition from MACH number to 280 KTS. We were descending at 310 KTS when the SEA Center Controller asked us the speed. After she advised us that we had to be at 280 KTS; I slowed to 280 KTS. We were so surprised that we went back searching in the arrival chart where the 280 was. We were honestly convinced that the controller was making a mistake. It took us a few seconds before we saw the note and realized that she was right.Since the first time I flew into SEA (back in June 2013) I completely missed the general note even if since then I came back several times and I always checked every fix. (The other times we must have accidentally complied with the 280 KTS due to other reasons like weather/speed assigned ahead by ATC etc). By enlarging the electronic chart the note tends to disappear in the left corner.  I would have expected to see a number referring to the note in proximity of both arrival transitions (LMT/LKV) or that same note/box located next to the two transitions or better to the right of BTG VOR where we would have not missed it.I have certainly learned the lesson of looking over at the whole chart (whether it be electronic or paper) to make sure I don't miss an important note like that anymore. A chart design with that important note in a better place would have certainly helped.




Synopsis: An air carrier Captain and First Officer did not see the SEA HAWKZ 3 RNAV MACH number to 280 KTS speed transition note and were surprised by ATC's request that they slow. The SPEED RESTRICTION note is too far separated from its application.
Date: 201809
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I loaded everything according to the [Release]. It was about 7-10 minutes to departure when Pet Services showed up with a kennel saying that it's a must ride military kennel. Pet Services asked me to scan it to see if it shows up as a military kennel.  It scanned good but it was scanned as a regular bag tag. The kennel was not on the card. I know that there was 5 pallets of dry ice in the AFT compartment and there was another box in the manual pit. I told the Pet Services driver that I'm holding off the kennel because there's dry ice and according to my knowledge live animals and dry ice CANNOT be in the same compartment. After holding it off; my crew and I closed up the manual and was ready for push. The plane started pushing out and in the middle of pushing zone called for the plane to be brought back to the gate. Ops Manager showed up to the gate and I explained to him why the plane was brought back to the gate and that the kennel WAS NOT on the card and there's dry ice in the AFT compartment. Manager talked to the pilot and explained to him why the plane had to come back to the gate. After talking to the pilot; Manager called Load Planning asking if we can swap the load so that the kennel can board with its owner. 5 pallets was taken from the AFT compartment and was put into the FWD compartment. 10 bag cans and 2 mail cans was taken from the FWD compartment into the AFT compartment. The box of dry ice that was in the manual pit was held off. I scanned the kennel to board and it scanned as a REGULAR BAG TAG. There is no option for me on the scanner to change the weight or the piece count. Once it was on board; we closed up and the flight departed.




Synopsis: Ramp Agent reported moving HAZMAT from aft compartment in order to accommodate must ride military kennel.
Date: 201503
Location: SFO.Airport, CA
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: Descent
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Chart Or Publication; Procedure
Primary problem: Human Factors

Narrative: The SERFR Arrival into SFO is designed and drawn on the chart correctly; however at the bottom of the chart the description blocks are specific to a Western Routing and Eastern Routing. The difficulty arises that the routings are; in fact; opposite and pertain to a runway choice; however there is no clarification of that in the chart planview. In other words given a western arrival; you fly the eastern track and plan on a 28 arrival landing west. For a landing on the 10's you must fly the eastern arrival; track the westernmost of the pathways; and then expect that. Runway 19 has no southern routing; and thus simply would mean you fly the western track under the title eastern routing and expect a southerly approach. [This is a] bad chart design; geographically challenging from a conceptual point of view.[They need to] redraw that chart to be runway specific; like SLC for example; 'Landing North' on the BVL (BONNEVILLE) STAR; which assigns a track to a specific numbered set of runways.




Synopsis: A CRJ-200 Captain describes the confusion faced by flight crews when utilizing the SERFR RNAV STAR to SFO. The confusion arises from the use of the words 'EAST' in the textual description of the runway 'TRANSITION' route which passes 'WEST' of the airport in order to land to the 'SOUTH' on runways 19L/R and the use of the word 'WEST' to describe the Easternmost of the two transition tracks to land on Runways 28L/R.
Date: 201808
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Vehicle Driver; Ramp
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Ground Personnel
When detected: Other Push Back
Result: Aircraft Aircraft Damaged
Contributing factors: Environment - Non Weather Related; Human Factors; Staffing; Procedure
Primary problem: Human Factors

Narrative: I stowed the jetway; removed chocks; and informed the pilot to release brakes. I failed to do a walk around. Then I got on the pushback [tractor] and asked if we had clearance to push. When he said we did I proceeded to push with one wing walker as always. We never have 2 wing walkers. I did not get an all clear from the wing walker. I pushed the aircraft back about 10-15 feet and hit the catering truck.




Synopsis: A pushback tug driver reported hitting a truck while pushing an aircraft with only one wing walker.
Date: 201809
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft never pressurized and we got cab alt red warning. We worked with Approach got a descent back to 5000 feet initially and later to 4000 before accepting vectors to land. We worked through the QRH competed checklist and set up for an ILS. Upon roll out we had an additional red oil press low for the right engine. We complied with the QRH for that and shut it down as well. We taxied to the gate without further incident.We received the red warning message and stopped the climb and worked a descent.Cause for Aircraft not pressurizing is unknown. Maintenance said later that the oil issue was a pressure transducer issue.We acknowledged the red warning message with each other. The Captain transfers control of the aircraft and he basically ran the QRH and informed the Flight Attendants and Passengers.




Synopsis: CRJ First Officer reported that the aircraft never pressurized. Upon roll out an additional engine red oil press low light came on.
Date: 201310
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer; Relief Pilot
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While flying visual approach the GPWS announced too low flaps at 500 FT; the Captain (pilot not flying) placed the flaps to 25 and we landed without incident. He felt it was safer to put flaps down than to do a go around. It was my first actual flying leg since IOE in mid August; it was bumpy on final with airspeed varying plus 7-10 KTS..


Second narrative: Descending through approximately 400 FT; received a GPWS 'Flaps'. The landing flaps had not been selected. The Captain quickly moved the flaps from 20 to 25. Landed uneventfully.


Synopsis: Three B747 pilots describe an approach with the final flaps not selected until 500 FT when prompted by the GPWS. The flying First Officer was new to the aircraft having completed IOE two months prior without a landing since.