elihoole/asrs-aviation-reports huggingface dataset:
Date: 202110
Local time of day: 1201-1800
Location: PIE.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B TPA; Class E TPA
ATC / advisory: TRACON TPA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion; Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; No Specific Anomaly Occurred Unwanted Situation
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: The event that occurred is as follows: I conducted two touch and go's at SPG before departing to the North West with the intention of staying below the 100/30 Class B airspace and to minimize travel time by cutting close to PIE Class D airspace. As I departed SPG airspace I was given the Tampa Approach frequency by the SPG Controller. I maintained 2;000 feet and outside of PIE; however; my route placed my aircraft directly inline with the ILS for Runway 36 at PIE. The Controller at Tampa asked if I was on frequency after vectoring the 'distant' incoming traffic to PIE because of me. I immediately responded with a yes. He proceeded to verbally tell me that I was in the way and asked me for my intentions. I responded that I was returning to ZZZ. The Controller cleared me into the Class B airspace and asked me to provide a desired altitude. I asked for ceilings and the Controller asked other aircraft for ceilings. Eventually I requested for 5;500 feet and was approved to climb. Later; when traffic lightened; the Controller advised me of my legal but disruptive intrusion of the ILS for Runway 36 at PIE. He proceeded to inform me that this is a common occurrence and everything was okay; but to just make me aware of the situation to prevent it from happening again.I did not fully brief myself of the surrounding area enough to understand that even though I was not violating airspace; I was being very rude and ignorant to surrounding traffic.




Synopsis: GA pilot reported being at 2;000 feet and directly in line with the ILS Runway 36 at PIE after departing SPG airport in a Northwest direction.  Reportedly; the TPA TRACON Controller had to vector away a distant PIE arrival due to the reporter's aircraft position and told the reporter this was a common occurrence.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Pre-flight; Routine Inspection
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Arrived at plane and plane had been half cleaned with crumbs on the floor and trash in the seat back pockets of multiple seats. The fwd lav was inop for use and the aft of the plane had a very intense urine/ammonia smell to it. Starting from row 25 to the aft lavs; smell was unbearable. Pilots called MX to plane to see where smell was coming from; which he was unable to locate the source of the smell. A cleaner was called to come clean the plane. Cleaner brought a cleaner spray bottle and paper towels and went into the aft lav aircraft right and sprayed then left. Aircraft still smelled really bad; so the Captain operating the flight gave us the option to make the call as to whether we would go or not. We chose to spray a little more and bare through it. At takeoff when the engines revved up; the smell started to circulate through the air vents and got very strong; at times making me very nauseous and lightheaded. Strong urine smell in the aft cabin from about row 25 to the back lavs. Smelled like urine/ammonia. Wasn't sure where the smell was coming from exactly (carpet; one of the pax seats or lav). At takeoff and during flight; smell got so strong that I began to feel nauseous and lightheaded. Prior to our flight; the plane sat on the ground for at least 2 hours. Planes should be thoroughly cleaned prior to cleaners leaving the plane i.e. carpets vacuumed; trash removed from seat back pockets; full trash bags removed from galley floor and no smell in cabin due to cleanliness.




Synopsis: Flight Attendant reported 'very intense urine/ammonia' odor in the passenger cabin causing her to feel nauseous and lightheaded. Maintenance and aircraft cleaners were summoned.
Date: 201910
Local time of day: 1801-2400
Location: LWA.Airport, MI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: PA-28R Cherokee Arrow All Series
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF LWA
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport
Primary problem: Airport

Narrative: Aircraft struck wildlife on landing on Runway 05 at LWA. Conducted a go around; and gear was cycled. Nose gear indicator bulb did not turn green. Yellow gear in transition light observed. Gained altitude and initiated emergency gear extension checklist. No change to nose gear position light observed. Diverted to ZZZ; Tower checked if gear was down and locked. Conducted 2 low passes. Gear appeared to be down and nose tire intact according to ZZZ tower. However Tower could not confirm if gear was locked in down position. Diverted to ZZZ1. Did two low passes and was observed from ground; gear appeared down but not locked. Conducted a landing with nose gear in unlocked position. On landing; prop and gear door were damaged. Deer hair was found embedded between tire and rim on nose wheel. Deer antler and blood trail were found on Runway 05 at LWA. Problem was caused by wildlife strike at LWA. Believe this could be prevented in the future by proper wildlife fencing and control. No deer was observed by either instructor or student on landing flare at LWA so believe deer ran across runway just as we were touching down.




Synopsis: PA28R flight instructor reported a deer strike during landing that resulted in damage to the aircraft.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Odor in the cabin upon taxi in and deplaning causing a bad taste in my throat and cough and sinus problems. The Number 1 Flight Attendant called me during taxi in to the gate and asked me if I smell anything and that her eyes were watering and throat burning. I didn't notice this at first. Then during deplaning I started to get a sore throat and pit in my throat and cough; my sinus started running and haven't stopped since.




Synopsis: A321 Flight Attendant reported fumes on arrival taxi and experienced health issues.
Date: 201304
Local time of day: 0001-0600
Location: CAE.Airport, SC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Other Person
When detected: Aircraft In Service At Gate
Result: General Police / Security Involved
Contributing factors: Human Factors; Staffing
Primary problem: Human Factors

Narrative: We were finishing the boarding process and had been given our final paperwork. We had closed the door when we noticed the airport police approaching the aircraft and were requesting that we open the main cabin door. We learned from the officers that the last passenger to board had arrived at the gate late and upon finding no one at the gate; opened the gate door leading outside to the tarmac; setting off the alarm. She then proceeded to board without being cleared by station personnel. The alarm alerted airport security who observed the passenger on the security cameras and came to the aircraft to inform us of the uncleared passenger. The passenger had properly cleared the TSA security and been screened but because she had not been cleared to board the flight by station personnel; she was removed from the flight along with her luggage and escorted from the gate area by airport police. We contacted our Dispatcher and informed him of the situation; agreeing that while she had improperly boarded the aircraft; she posed no security threat as she and her luggage had been screened by TSA and she was ticketed for the flight. The flight then departed and was completed on time.




Synopsis: A passenger arrived late for a commercial flight and found no gate agent in the boarding area. The passengers open the door to the ramp and boarded the aircraft without airline clearance. The door alarm notified security who proceeded to remove the passenger from the aircraft.
Date: 201210
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff Roll
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: High speed reject initiated at 140 KTS due to indication of a flap disagreement just prior to V1. Successfully stopped aircraft and cleared runway. Quite a bit of confusion from Ramp Control about our reject and why we wanted to go back to a parking spot vice having Maintenance meet aircraft out on taxiway. Maintenance Control was difficult to reach/communicate with. [I] had to call Station Operations multiple times to get Ramp personnel to respond to aircraft for block-in and a new weight and balance. All of the Load Personnel for this flight had prematurely departed their work locations before the flight was airborne. Line Maintenance responding to the aircraft indicated they knew what had caused our problem before I had debriefed them on what happened. They stated that they had run through a flap check on the aircraft earlier in the evening and had noticed that the left inboard flap was very jerky and out of sync with the other flaps; but that it eventually got to the same position as the other flaps. They felt that the left inboard flap transmitter was failing; but that it was OK for flight. The rejected takeoff provided the evidence that it was not oak for flight. During the reject the ground proximity switch on the nose wheel strut malfunctioned causing the aircraft to revert its systems to an airborne state even though the aircraft never left the ground. This caused a malfunction of the aircraft pressurization system and a failure of the autobrake system. Maintenance was able to remedy the pressurization issue; but they never were able to recover the autobrake system. The left inboard flap transmitter was disconnected and deferred and the autobrake system was deferred. Do not sign off an aircraft as flight worthy if a suspicion or evidence exists that a flight component is malfunctioning or failing.




Synopsis: A MD-11 Captain rejected the takeoff at 140 KTS because of a flap disagree warning and was informed by Maintenance that a flap transmitter malfunctioned. The nose strut squat switch also failed during the reject.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU Pneumatic System & Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Ground Personnel
When detected: Other Post Flight
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: APU drain mast/hydraulic reservoir vent discovered missing after engine shutdown at gate by ground crew.  Upon further discovery a puncture was found in the access panel which houses the mast.  No antenna was found on runway or taxiway used at ZZZ1 by airport personnel.  Captain accomplished preflight walk around at departure airport.  No significant defects were noted at that time.    No items were noted during preflight walk around in ZZZ.  It had been over 5 months since Captain had accomplished a walk around.Captain will leave walk around inspections to First Officer position in the future unless operational considerations dictate otherwise as Captain doesn't recall seeing any damage to the aforementioned area.




Synopsis: Air carrier First Officer reported an APU drain mast/hydraulic reservoir vent was discovered missing by ground crew after landing.
Date: 201808
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 6
Light: Dusk
Aircraft: Small Aircraft
Operator: Air Taxi
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The 6000 foot shelf on the south side of the new SFO Class Bravo Airspace is marked 8000 feet and the 8000 foot shelf is marked 6000 feet in the Jeppesen Navigation Data uploaded to the Garmin moving map displays.




Synopsis: Pilot reported the floor of the new SFO B airspace is miss labeled on the aircraft EFB.
Date: 201910
Local time of day: 0001-0600
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B CLT; Class E ZJX
ATC / advisory: Center ZJX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Situational Awareness; Human-Machine Interface; Distraction; Fatigue
Anomaly: Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Descending via Millet 2 arrival into CLT and was given instructions to cross MLLET at 250 KIA/12;000 MSL.  I was PM (Pilot Monitoring) and the Captain was PF (Pilot Flying).  PF input the alt and speed into FMS (Flight Management System) incorrectly at waypoint MANGY instead of MLLET.  Top of Descent was still in front of us and when we noticed we were very close to MLLET we started to descend.  We were very close to making the assigned altitude at were handed off to CLT approach.The flight crew had 6 legs the first day of a 4 day trip landing around midnight due to a weather divert.  Minimum rest and the show times shifted for days 2;3; and 4.  I did not sleep well the night before and had been up since XA:30am for a XD:27am show at the airport.  The error was most likely due to lack of sleep and cumulative early show times after a late first day.




Synopsis: Medium Transport aircraft First Officer reported missing a crossing restriction during descent to CLT airport.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Communication Breakdown; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Engine fire indication occurred at 17;000 feet on departure.  B loop deferred on Number 3.  Declared emergency; dumped to max landing weight.  Dump occurred on descent between 14;000 feet and 11;000 feet.  At 4;000 feet and 10 miles from the airport with the airport and traffic in sight; we began a visual approach to runway.  The Controller was not expecting it; but we were high already and a successful landing required commencing the descent immediately.  We were at max landing weight and the temperature was 37 Celsius; so performance was my main concern.  To reiterate; we had the airport and traffic in sight prior to commencing the descent.  The Final Controller did not seem to know we were an emergency.




Synopsis: A DC-10 fire warning system indicated an engine three fire during climb with the B Loop deferred so an emergency was declared and the aircraft returned to the departure airport.
Date: 201706
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Aircraft: Commercial Fixed Wing
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Staffing; ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Staffing

Narrative: This does not involve one specific aircraft. This was an entire unsafe situation. I was working R15 with 19 aircraft in my sector. Alert numbers put the sector to red at 18. I would have liked to have had a D side; but I didn't ask for one because we didn't have anybody on break. Every sector was split off and we only had 1 D side in the control room. The D was helping a different red sector that needed more help than me. We did have training going on sector 16; but I felt that I could handle the traffic load; so I let them continue to train without asking to break up the training. We are 2 under numbers today and management doesn't feel the need to staff up to numbers anymore. They count trainees as numbers; they count people that come in at 10am as day shift and swing shift numbers. The fact of the matter is that we are grossly understaffed and it is getting dangerous. In this situation I normally would have asked for a D side; but I didn't because we didn't have anybody that was re-callable.During the middle of this session my main and standby radios at Billings suddenly went out (those are the main radios for the sector). If this had happened half an hour later when I was red it would have got very ugly. It was bad enough as it was to have them go out; but we were lucky on the timing.This is in no way an uncommon occurrence; but many people won't take the time to send a report about it. It happens almost daily. On this session I worked for 1+45 and I know that many other controllers have been doing the same today and almost every other day. Management refuses to acknowledge the problem of staffing.We need more staffing at Salt Lake Center; and immediately we need to staff up to numbers with overtime until we have enough on the basic watch schedule to fill all of our holes. We have been lucky that we've been able to scrape by with what seems like a slightly less than average summer. There will be plenty of times when we will need additional people but are unable to get any help. We just split a sector; which was opposed by at least 95% of controllers in the area; so now we have an extra sector and even fewer people to work it than last year.This is ridiculous and could prove to be catastrophic in the future.




Synopsis: ZLC Center Controller reported an unsafe situation when the sector was understaffed by two people and the radios went out.