elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Experienced fumes in cabin during initial climbout. Notified by Flight Attendants. Since the aircraft had another fumes event on the previous flight; we landed back in ZZZZ to fix the problem. Did not have enough time to perform complete checklists. Cause: fumes in the cabin. Suggestions: fix the source of the fumes which is out of my control.




Synopsis: A330 Captain reported returning to departure airport due to a report from a Flight Attendant of fumes in the cabin during initial climb.
Date: 202108
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: During IRNMN arrival descent into LAX we encountered a small amount of turbulence I would classify as light above FL190 that felt like wake turbulence so we asked ATC who we were following.  Oakland Center responded that it was a B767.  We were surprised that we got the wake off them with 10 miles separation but it was minor.  Winds were light aloft.  After we got on to Approach Control frequency and were still descending via the arrival we received a little more that was stronger and I had the First Officer seat the flight attendants over the PA.Just as we were in the LNAV turn over BAYST to JUUSE at approximately 10;000 feet we encountered moderate wake turbulence from the B767 that was still 9 miles ahead of us and we encountered significant roll rates with the wake turbulence and banked about 25 degrees Left.  I was holding the controls to stabilize the aircraft and the autopilot kicked into Control Wheel Steering Pitch and Roll because I was countering the significant left roll.  The First Officer was still off seating the flight attendants so I told Approach Control we were encountering wake turbulence and we needed an immediate turn away from the B767.When countering the wake roll we ended up slightly south of the magenta line; maybe .1 or .2 Actual Navigation Performance due to arrival turn when the wake was encountered so I manually flew the aircraft back on the LNAV track.  ATC then gave us a 070 heading and to maintain 9;000 feet while in the process of flying the magenta line.  We were vectored north of the B767 and then we preformed the RNAV Y 24R and the B767 was sent to the south Runway 25L.  We encountered no further wake turbulence.  We checked on the status of the flight attendants and they were OK and they did their final checks from their jumpseats.  Upon arrival at the gate; I personally checked with all the flight attendants to explain what happened and to verify one more time that they were OK; which they were.

Callback: Reporter stated he was surprised at the strength of the rolling motion when they had 9 miles separation.



Synopsis: B737NG Captain reported encountering wake turbulence on descent into LAX in trail of a B767.
Date: 201206
Local time of day: 1801-2400
Location: ZMP.ARTCC, MN
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Second aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: ZMP was running ERAM at the time of this event. I had a B737 at FL370 on a vector for spacing to ORD. I PVDed the Data Block to Sector 42; thinking I might have to point him out if he remained on the vector long enough. I subsequently took a hand off from Sector 17 on a Citation Jet; who they had coordinated climbing to FL450. However; I didn't have any IAFDOF/WAFDOF indicator on my EDST for FL450 which was IAFDOF. I reported this and an ERAM SME came to examine the issue and write it up. In the course of this; I failed to complete the point out on the B737 to Sector 42 in a timely manner. I accomplished the point out when I realized it hadn't been done; but the aircraft was already on the sector boundary by that time. ERAM bugs are a distraction to controllers. Fix known bugs in ERAM before using it on live traffic.




Synopsis: ERAM anamalies provided the distraction that resulted in an airspace incursion for a ZMP Controller.
Date: 201501
Local time of day: 1201-1800
Location: LYH.Tower, VA
Flight conditions: VMC
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operator: Other School
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D LYH
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness; Confusion; Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport; Procedure
Primary problem: Ambiguous

Narrative: My student and I were returning into the pattern for a few laps in the pattern. We were instructed to report over the VOR. At that point it was around XA:45 we were told to continue straight in for a stop and go and make left closed traffic. The pattern at that point got really busy. On downwind we were told to make a right 360 and re-enter downwind: we did. Then we were told to extend and look for a Skyhawk over the VOR we were number 4 to land and that we would be turning in front of a Seminole 5 miles past the VOR. We spotted a plane with lights just crossing the VOR; but we could only count 2 planes on final my student was on the comms the whole time and did a great job inquiring if we were number 4 and that we were following the plane over the VOR.The tower confirmed that so we started turning inbound on an extended left base as that plane crossed the VOR. I then noticed a plane about a mile past the VOR on final and told my student to re-enter downwind. We allowed that Skyhawk to pass however we were confused because that Skyhawk wasn't over the VOR and originally I confused it for the Seminole. The Tower controller then yelled at us for starting to cut in front of our traffic and we apologized. We asked for a touch and go but she cleared us to land at that point. We continued on to land and she asked us to get off at B1; however; there was a plane holding short of runway 4 at B1 so I told my student to continue to B2 and expedite. She then realized there was a plane there and asked us to get off at B2. She never gave us taxi instructions so after we were clear of the runway we jumped in to get clearance as soon as we could but a plane had already landed.After we secured the aircraft we came in to find out tower had called to apologize for taking out as she said 'her mess' on us. Just thought I'd submit a safety report as it was a very hectic and confusing transition in.




Synopsis: A busy traffic pattern and mis-identification of pattern traffic resulted in evasive action for the C172 instructor and student pilot and a few moments of concern and cutting and pasting of traffic by the local controller at LYH.
Date: 201412
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: During initial climb from Runway 36C in CLT; Captain; [pilot] flying; encountered wake turbulence from previously departed Airbus. Captain maintained wings-level; proper climb attitude. Normal call-outs and climb procedures were used in a timely manner. After engaging autopilot at 1000 feet; aircraft turned to an intercept heading of about 280 degrees (45 degree intercept angle) to join departure routing on ANDYS SEVEN towards EBAWI. Instead of intercepting the departure course; the aircraft maintained heading and flew through the course. Captain intervened by disconnecting autopilot and turned northbound towards EBAWI intersection. I have seen the navigation system on these B-767's do this before. It appeared the nav system had already determined we would track past EBAWI intersection before intercepting the outbound course due to the 90 degree turn the aircraft would have to make towards EBAWI and our close proximity to EBAWI. Factors; I believe contributing to this happening: 1. Wake turbulence on initial climb and having to maintain wings level climb attitude till clear of wake turbulence. 2. Low level winds quickly increasing to 36 knots from the west at 1000 feet agl; pushing the aircraft further east. 3. Navigation system recalibrating aircraft position from ground-based navaids after lift-off. 4. Navigation system unable to anticipate early intercept turn to join course; while close to up-coming fix requiring turn back to the same direction as aircraft is currently heading. It appeared; but unsure; that the Flight Management System defaulted to Heading mode. 5. Charted departure procedure depicting initial departure fix 40 degrees 'off' runway heading; instead of having the fix straight out from runway.




Synopsis: B767 First Officer reported deviating from cleared track departing CLT on the ANDYS 7 SID when they encountered wake turbulence from preceding Airbus and the FMS failed to capture the course.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Conditioning Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Manuals
Primary problem: Aircraft

Narrative: During [flight] turn; crew sent two write-ups indicating Extract Vent faults. Dayshift Avionic's Technician was also getting Inlet and Extract Blower faults at the gate during his evaluation. My first suspicion is the Equipment Cooling air filters. One is flat and the other is round; both are located in Main Electronic Equipment (E/E) bay. A check of each filter shows both are completely clogged. I was unable to see direct sunlight through either one. The flat one was oil canned due to 'NO' air flow. In my opinion; the ability to effectively cool the associated Avionics equipment was completely compromised. Also; the Equipment Cooling Blowers may have lost significant Service life. An 'On-Ground delay; cancellation; or in-flight smoke could have been a near future incident.




Synopsis: A Line Mechanic reports about Inlet and Extract Vent Blower ECAM faults occurring on an A319 aircraft during a flight turnaround. Two Equipment Cooling air filters in the Electrical Equipment (E/E) bay were found completely clogged; preventing effective cooling of associated avionics equipment.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: B757 Undifferentiated or Other Model
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: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As we; a B777; were taxiing north on Taxiway X approaching Taxiway Y; a B757 failed to give way to as instructed by ground control. We immediately braked to avoid the B757. We cleared the intersection and proceeded to the gate without incident.


Second narrative: Taxiing in on Taxiway X; a 757 was on the ramp to our left at Taxiway Y. They continued to exit as we approached and we had to immediately and firmly apply the brakes. The 757 then maneuvered on the ramp to give us room to pass and ramp control told us to continue on Taxiway X. We checked with the flight attendants to make sure all the passengers and crew were okay then continued to the gate.


Synopsis: A B777 had to brake immediately to avoid a B757 that didn't give way as instructed by Ground Control.
Date: 201604
Local time of day: 1801-2400
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower PHL
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Confusion; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Rolling out after landing on 27R in PHL I started to clear the runway on K3 which is to my knowledge where we exit 95% of the time as it works out well for the speed we're slowed to as well as where we enter the ramp. I was turning off 27R as I saw Aircraft Y continuing east on taxiway Kilo and didn't seem to be slowing. I flashed my approach and flare lights once to make myself more visible to them and as they stopped short of K3 and we were crossing the runway's hold short line tower told us to hold short of Kilo. It was too late to do so. The FO immediately communicated this and tower came back saying we had 'cut off Aircraft Y.' I communicated that it was our job to get off at the nearest suitable taxiway and tower indicated I was wrong. That brings us to this report. I was operating off AIM 4-3-20 b. We came to a stop and waited for further instructions. Then complied with those instructions.I would say we could have cued up and said we were exiting; but that is assumed when we were given landing clearance. I don't think this event was unsafe; just that tower and ground weren't on the same page possibly. I feel we were in the right place to exit where and when we did; but given tower's unhappiness with us the FO and I thought it was appropriate to report.




Synopsis: Air carrier crew exited PHL Runway 27R on Taxiway K3 and failed to hold short of Taxiway K which resulted in a ground conflict with an aircraft which was forced to stop for them.
Date: 201401
Local time of day: 0601-1200
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class C SJC
ATC / advisory: Tower SJC
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Other / Unknown
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Company Policy; Procedure
Primary problem: Ambiguous

Narrative: While arriving SJC; after completing the HYP 5 arrival and joining the LOC/GS on the ILS 30L at approximately 8 miles out; NCT pointed out Dash 8 traffic to us and pointed us out to them. The Dash 8 was on a right base visual and called us in sight. We never saw Dash 8 as he joined behind passing from our 3 o'clock then behind. Dash 8 was cleared for the visual approach 30R and to maintain visual with us. We had already joined the LOC 30L and tracked the LOC/GS to approximately 1;000 AGL when we received a TA and then an immediate RA to climb. Traffic was observed on TCAS to appear to intentionally or negligently be flying almost directly over at 100 FT above. While on approach and arrival we operated in complete compliance with all aircraft and company profiles and procedures. After completing the RA and missed approach we were vectored for a right downwind and returned to land 30L. The Dash 8 did not execute a missed approach and landed 30R. I would classify this as very near miss caused exclusively by poor airmanship onboard the Dash 8.




Synopsis: HS125 Captain experiences a TCAS RA below 1;000 feet on the ILS 30L at SJC and executes a go-around. The RA was produced by a Dash 8 on a visual approach to Runway 30R which landed normally. The Dash 8 crew had reported the HS125 in sight and was maintaining visual separation.
Date: 201912
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate; In-flight
Result: General Work Refused; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After arriving at our destination gate; the flight attendants advised us of a strong odor / fumes in the back of the aircraft. The Captain and I independently verified the presence of the odor and the Captain offered to request medical assistance; which the flight attendants declined. The Captain then entered odor/fumes into the AML and completed the Aircraft Smoke; Odor and Fumes Report. Maintenance believed the fumes were coming from the APU and asked us to do an external air start (no APU) to help confirm this; which we complied with in accordance with FOM procedures. The Captain also consulted with the Duty Pilot to ensure legality of performing the engine (troubleshooting). Station Ops came onboard the aircraft just prior to engine start and sprayed a very strong air freshener in the cabin - even though I specifically asked them not to do that. The external air start was unsuccessful due to insufficient air pressure. Additionally; the overwhelming smell of air freshener made it impossible to determine whether fumes would be present and we decided the safest course of action was to exit the aircraft and not continue with additional engine starts attempts.




Synopsis: A319 First Officer reported being notified by the cabin crew of 'strong odor' in the passenger cabin upon arrival at destination. Maintenance was requested.
Date: 201704
Location: BUR.Airport, CA
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: On the JANNY3 Arrival we leveled at FL240 passing the JOEES waypoint. As the aircraft started to descend to meet the DNUTT FL230 restriction it started to level off at FL23.8 then start down again. This put us off path. I selected Vertical Speed to try to make the restriction but was unable to make it and crossed it about 500 feet high. I'm not sure why the aircraft did not make the restriction. I felt like the arrival was correctly programmed. The bad part of having an arrival with 1000 foot step down between points is that if there is any problem; you have no room to correct the error and still make the restriction with only three miles between descent point and crossing altitude restriction.


Second narrative: LNAV/VNAV path was engaged and all altitudes verified on the LEGS page in the FMC. The first Top of Descent was three miles from the DNUTT waypoint. DNUTT crossing altitude was FL230. The aircraft began a descent then leveled off 800 feet high (which the Pilot Flying and Pilot Not Flying did not expect). The Pilot Flying intervened with vertical speed; but we still crossed DNUTT 400 feet high.


Synopsis: Air Carrier flight crew reported that while descending on the JANNY3 Arrival into BUR with LNAV/VNAV engaged; the aircraft leveled momentarily resulting in crossing DNUTT 500 feet high.