elihoole/asrs-aviation-reports huggingface dataset:
Date: 201202
Local time of day: 1201-1800
Location: CHS.Airport, SC
Flight conditions: VMC
Light: Dawn
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower CHS
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: The CHS airport taxiway signs at the Taxiway B and Taxiway C intersection are inadequate and/or missing. While moving southwest on Taxiway C toward Taxiway B; the only sign depicting the Taxiway B turn is placed past the Taxiway C/Taxiway B intersection. This placement past the intersection is nonstandard. The Taxiway B turn sign should be placed before the Taxiway C/Taxiway B intersection for standardization. While moving north on the ramp from the gates toward Taxiway B; there are no signs identifying Taxiway B. There should be a sign that identifies Taxiway B as the jet approaches Taxiway B from the ramp. I am not sure if Taxiway A is identified with a sign or not. We did not take that route out of the ramp area. While moving north on Taxiway B (unidentified taxiway) toward Taxiway C there is no Taxiway C turn sign (either direction). However; there is a good sign at the Taxiway B and Taxiway C intersection; which has an arrow pointing left toward Runway 3 and an arrow pointing right toward Runway 33. While moving northeast on Taxiway C toward Taxiway B; there are no signs identifying Taxiway B. There should be a Taxiway B turn sign along Taxiway C (northeast) located before the Taxiway B turn. Thanks for looking into the CHS taxi signs.




Synopsis: An Air Carrier pilot reported that signage on Taxiway C does not identify Taxiway B while taxiing in either direction.
Date: 202007
Local time of day: 0601-1200
Location: STS.Tower, CA
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D STS
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was in the traffic pattern being vectored to land by the STS tower and was on a base leg to Runway 14. I was on right base about a mile form the final approach to Runway 14 and was number two to land. As I was close to the runway and did not have the number one to land aircraft in view; I requested a 180 degree turn (to the right); but Tower said 'negative;' proceed to land; you are number one. Upon turning from base to final; I spotted the other aircraft above and to my left less than 500 feet horizontally and about 50 feet vertically. The other aircraft saw me and made a sharp turn to the left. Thank goodness no contact was made between my aircraft and other one.




Synopsis: GA pilot reported an NMAC event during final approach to STS airport after ATC denied a vector away from runway.
Date: 201809
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Aircraft: Medium Transport; High Wing; 2 Turboprop Eng
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Troubleshooting; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was proving support for SAR south of ISO at 030 feet. We had called the inbound to the Tower; but Aircraft X decided to orbit south of the airport for another 30 minutes after the initial call. The pilot then advised they would like to proceed to the airport and were cleared to do so. I decided to recall the inbound because of the amount of time that had passed since the initial call. At that time; we were unable to reach the Tower because of issues with the com lines. The regular lines were out of service. While we were attempting to call Kinston Tower; Aircraft X descended below the MIA; was issued the brasher notification and told to maintain the MIA. Aircraft X went back to the MIA and asked if they were cleared into the Tower's airspace. Being unsure; I told them to fly heading 160 to avoid; but it was not issued in time to maintain separation. Separation was reestablished and Aircraft X was cleared for a visual approach a few minutes later.If a Tower is going to be open but the standard communication lines are not in service; there should be dedicated cell phones for the Tower [to] use so that the facility providing approach control services can have a standard number to reach them.




Synopsis: ZDC ARTCC Controller reported an airspace violation; a low altitude alert; and communication problem with a local Tower.
Date: 201510
Local time of day: 0601-1200
Location: VGT.Airport, NV
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower VGT
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Glider; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Sea
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I was cleared for take-off on Runway 30L at North Las Vegas (VGT). After I taxied onto the runway and applied full power; I heard a pilot say he was going around and then saw a high winged aircraft passing overhead and climbing. I was about to abort when I heard the tower controller instruct the overhead aircraft to begin an early entry into a left crosswind to a left downwind. I continued my climb-out without incident. The high wing aircraft asked for confirmation that an aircraft had taxied onto the runway which was confirmed by the tower. However; it was unclear to me if the high-winged aircraft was cleared to land on 30L or 30R or that the controller lost situational awareness of the high-winged aircraft. I do know I was cleared for take-off on 30L and did not receive instructions to contact any ATC facility upon landing.




Synopsis: SR22 pilot reports being cleared for takeoff on Runway 30L at VGT then hearing another pilot announcing he is going around.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: After completing maintenance [at a nearby airport]; we departed IFR for the return to home base. An oil change; brake check; and the replacement of an aircraft [exhaust] stack had been performed. The aircraft departed with full tanks on the right side tank. After approximately 90 minutes of operation -departure and cruise at 4000'- the left tank was selected to balance the fuel and the next hour of flight was flown on that side of the fuel system. (Note: the Grumman AA5A does not cross-feed. The aircraft carries 51 gallons of usable fuel.) Selecting the right side tank again; and approximately 30 minutes from the destination; we were vectored toward [destination]. Shortly after the vectors began; low fuel pressure was noted; followed shortly thereafter by diminishing power; followed by surges. Suspecting a fault related to the recent maintenance; we immediately turned toward the nearest airport in the interest of safety. Nearing [divert airport]; we performed an emergency check on the system; part of which involved selecting the left (fuller) tank. Power was immediately restored. Additional checks were completed and the emergency was cancelled with a return to 4000' assigned altitude. The flight was completed safely.On arrival we investigated the right-hand tank fuel vent and found it clear and also a small amount of fuel still remaining in the right tank as well. The left tank still contained 15 gallons of fuel.




Synopsis: Grumman-AA5 pilot reported engine roughness in cruise flight that may have been related to fuel system management.
Date: 201709
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Light: Night
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; 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
Contributing factors: Airspace Structure; Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: I had taken over the position about 10 minutes prior and due to the language used during the relief briefing I was led to believe the aircraft was filed on an airway with GPS altitudes allowing for 8000 feet to transit right next to a 9000 foot Minimum IFR Altitude. I saw the aircraft deviating rather far to the south so I turned him to the north even though I thought he was still within the confines of the airway. Shortly thereafter I realized he was actually just filed point to point and was now just inside the 9000 foot MIA at 8000 feet. I then climbed him to 9000 feet. I just need to use more vigilance when taking over a position and make sure I'm clear what is being communicated from the previous controller.




Synopsis: ZSE Center Controller reported they allowed an aircraft to fly below the minimum IFR altitude.
Date: 201203
Local time of day: 1801-2400
Location: OGD.Airport, UT
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E OGD
ATC / advisory: TRACON S56
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: An E135 came over on the RNAV arrival that puts aircraft on the localizer for Runway 16L. General aviation/air taxi aircraft prefer to land Runway 17 for FBO parking. I instructed the E135 to proceed to one of the fixes on the ILS to Runway 17 and descend him to 120 (the MVA is 118). He cleared the 118 MVA and entered the 110 MVA. I descended him to 110. When he hit the fix he made a 90 degree left turn into the 118 MVA. I immediately climbed him and gave him a low altitude alert. I also turned him back toward lower terrain. I asked him what happened and he said they misspelled the next fix and the autopilot took them the wrong direction. He continued to have trouble inbound with reading back the correct headings; altitudes; clearance etc.




Synopsis: S56 Controller described a descent below MVA; the reporter indicating the flight crew incorrectly spelled an inbound fix causing the aircraft to turn the wrong direction into higher terrain.
Date: 201905
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Flight conditions: IMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Los Angeles Center gave us an early descent which would have placed us into a convective cell. I asked for left deviation but was told no due to military airspace. I asked for a right deviation multiple times with no response. I [requested priority handling] and using Captain's Authority; we turned the aircraft to the right just in time to avoid the cell. ATC finally responded by asking why [requested priority handling]. I told them to avoid injury from the cell and they told me I was a possible pilot deviation and gave me a phone number. I am becoming frustrated with the adversarial relationship pilots have with ATC.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737-800 flight crew reported advising ATC a need for a turn for weather; ATC did not allow. Captain claimed Captain's Authority and turned the aircraft to avoid weather.
Date: 201405
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: Integrated Audio System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Troubleshooting; Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after takeoff we experienced intense static over the interphone.  We didn't isolate the problem to the interphone right away though.  We couldn't speak to each other; hear ATC; or speak with our Flight Attendant.  We tried COM 2; one at a time unplugging our headsets; etc and nothing reduced or eliminated the noise. This was far more than rain static noise.  We briefly entered 7600 in our transponder and then found that our speaker worked with using the hand mic.  We ditched using our headsets and continued to our filed destination because weather was better there and would be less busy than our departure airport.  We returned our transponder code back to our issued code when we used the speaker and hand mic.  ATC could hear us the whole time; we couldn't hear them.    We landed and Contract Maintenance operations checked it [as] good. We didn't feel comfortable with that because nothing was re-racked or fixed.  Hours later we were approval for a test flight and briefly flew it to make sure it was OK.  We later flew back empty with no issues.  There clearly was a mechanical issue with this plane that wasn't solved or addressed.  Intense radio static made headset use impossible; O2 mask use impossible (the static noise was present with the boom mask position out but not with the speaker position out).  Had there been a fire communication would have been impossible or if a cabin emergency arose there would have been no way to speak with our Flight Attendant.




Synopsis: Severe internal static developed in an EMB-145 communications system overwhelming all communications so the crew squawked 7600 and ultimately were able to communicate on speaker only while continuing to the filed destination.
Date: 202108
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cargo Compartment Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Maintenance Airframe; Maintenance Powerplant; Other Maintenance Controller
Human factors: Time Pressure; Troubleshooting; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: MEL; Human Factors; Aircraft; Procedure
Primary problem: MEL

Narrative: Aircraft X called while in flight. He had a momentary fire warning light for the aft cargo pit. I advised him to follow the QRH and he subsequently diverted to ZZZ. NOTE: The B fire protection system was currently on MEL so the current fault was on the A side. He also told me that the discharge light was on which seemed odd to me because he didn't activate. Once the aircraft landed in ZZZ; I had contract maintenance pull and reset CB per maintenance notes in MEL XX-XX-C; which is what I used to get the airplane out of ZZZ. I missed step D of the MEL which should have had me INOP BOTH the forward and aft pits because one of the bottles is used. I thought because we still had a good bottle; I could dispatch with the aft pit empty. It appears that I should have used MEL XX-XX-B and deferred BOTH forward and aft pits. I found this MEL to be very confusing. XX-XX-C. The system has two fire bottles.




Synopsis: Maintenance Controller reported misapplying an MEL to the Cargo Fire Detection/Suppression system and the aircraft flew in a non airworthy status.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Airbus 318/319/320/321 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Critical; 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: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Fumes; dirty sock smell; after descent below 10;000 FT upon throttle up at 7;000 FT. Heavy smell at first then after a minute or 2; subsided in intensity until at the gate. 'D' Flight Attendant went for medical evaluation.

Callback: The Reporter stated that the aircraft had CFM 56 engines but he does not know the source of the odor. The APU was not operating at the time.



Synopsis: An A321 Captain reported that during descent after the engines were throttled up at 7;000 FT a dirty socks smell was detected for up to two minutes; then it subsided.
Date: 201903
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Climb
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon boarding I noticed a very strong odor resembling raid or type of pesticide. The Number 2 also smelled it. I asked the Number 1; she said yes that it's constant with ZZZ trips to kill cockroaches. During flight inbound I also smelled it and experienced burning eyes; runny nose and slight headache. Symptoms continued. Upon boarding this specific flight same situation.Same symptoms but got worse. Toward end of first service everything went black; and I felt as if I was going to faint. Then plane was spinning and I felt nauseated. I finished last few rows and went up front. The Number 1 asked me to sit in cockpit where they gave me O2.After a while it did help a little. I hydrated and continued on. 30 minutes later I was advised by a passenger that another passenger had fainted in [the] aisle. I immediately ran to passenger and began procedures. Paramedics met our flight and removed the passenger.




Synopsis: B737-800 Flight Attendant reported fumes in the cabin which resulted in adverse health issues to the reporter and a passenger.