elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Air Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute we received a Left Bleed Leak warning. After 30 seconds; the warning persisted and the AC automatically closed both bleeds and began to depressurize. I was surprised how fast it depressurized. We followed the POM emergency procedures and began an expedited descent to 10;000 feet. The cabin altitude did not exceed 10;000 feet; but close enough to receive a Cabin ALT Warning. Cabin temperature began to rise and it was very uncomfortable.I transferred controls to the First Officer; so I could brief the flight attendants. I asked them to prepare for landing and give ice water to the passengers if needed as safety permits. I briefed the passengers. We requested priority handling to descend and requested the VOR 13. We called ahead to Operations and Dispatch to have them ensure our gate was ready and the ally would be clear. We landed taxied off the runway directly into the gate and had the door open with minimal delay.




Synopsis: A CRJ-900 depressurized automatically when; first the left bleed closed with the LEFT BLEED LEAK warning; then 30 seconds later; the right bleed automatically closed. The crew descended from 17;000 feet to 10;000 feet and continued to the filed destination.
Date: 201606
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class E SCT
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I departed RIR to the north beneath the ONT class C airspace. Turning westward; north of ONT at 2000 ft MSL; I failed to note the residences and neighborhoods on the rising terrain in the foothills and may have been less than 1000 ft AGL. In future; I would review flight plan more accurately for pitfalls in what I believe to be familiar airspace.




Synopsis: C182 pilot reported possible flight below 1000 ft AGL in residential area of rising terrain north of ONT.
Date: 201304
Location: ZDV.ARTCC, CO
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working the R-Side with 3 sectors combined; one of which was a fixed posting. Frequency congestion caused it to feel busier than it was with different aircraft stepping on each other. The Supervisor decided to split the sector. I gave a BE1900 a pilot's discretion descent from FL220 to 100 from the south landing PGA; which is canned clearance many controllers do. The flight path has the BE1900 flash through another sector and back into our airspace. Recently; the MIA changed from 100 to 106. I'm not sure why this is; but the adjacent MIA in our airspace remained the same; which is below 100. I forgot the MIA raised 600 FT in the airspace and while the sector was being split off; I saw the BE1900 flashing with the terrain. I told the BE1900 to amend altitude and maintain 106. He complied but descended as low as 099 before stopping his decent and climbing back up to 106. I'm not sure why the MIA changed. I was told that it wasn't graphed properly and that to more accurately display the correct MIA they would need to create more MIA's? I remember reading a memo about it but I'm so used to giving that clearance that I forgot the terrain changed in LA's airspace. It would be nice to have more accurate MIA's that reflected the terrain in that area since it has been lowered over the last years I've been working here.




Synopsis: Enroute Controller described a below MIA event failing to note a recent change had raised the MIA by 600 FT.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger; Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While walking aft to stow my bags I noticed a strong smell of fuel in the forward area of main cabin. It seemed to dissipate by the time I came forward from the aft to report it to A Flight Attendant and boarding was beginning. The other flight attendants said nothing; so I did not mention it myself. After takeoff I went aft to prepare for service and the passenger in 6A was already in the LAV with the seatbelt sign on as she had told the B Flight Attendant she felt like she may vomit. She was in there for quite awhile and had been ill; so we offered her something to drink to help her. She advised she did not feel ill prior to boarding; but had begun to feel symptoms as she sat waiting during boarding and they got worse during takeoff. She denied being a nervous flyer or upset about anything. We monitored her throughout the flight and gave her some cold wet towels with ice. She seemed improved when we arrived to destination. The passenger in XA was also experiencing some sinus irritation only during flight and sneezed repeatedly; so I offered napkins and tissues as the seat belt sign was on. B Flight Attendant was also experiencing some sinus irritation and blowing her nose in aft galley. I told the A who called the Captain and was asked why this was the first he heard about the fumes and said sometimes when they are fueling fumes enter the cabin air supply as a possible explanation. Our FAM says to mention only when they don't seem to dissipate. During final descent passenger in YYE complained of nausea and vomiting after coming out of the LAV. She was also provided with cold wet towels and sip to settle her stomach. I reported additional passenger illness to other crew members. My eyes were red and burning. We reported events to new crew same aircraft prior to next flight as well. I did not see Maintenance during ground time; but had left aircraft to seek fresh air and walk in terminal. Suggestion; proper maintenance; proper assessment; and preventative filtering of cabin air supply and procedural compliance.




Synopsis: A319 Flight Attendant reported several passengers and crewmembers felt ill from poor cabin air quality.
Date: 201205
Local time of day: 1201-1800
Location: OKC.Airport, OK
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D PWA
ATC / advisory: Tower OKC
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Other / Unknown; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: Brief; checklist; start; and all phases leading to the incident were in accordance with SOP and no issues. I was the Pilot Flying. Approach had us at 4;000 FT and on a vector to intercept final for Runway 17R at OKC. We reported the field in sight and were cleared for the approach and to contact Tower. I was completely visual at this point and locked onto the PAPI at what turned out to be Runway 17 at Wiley Post. We were in a gentle descent to 2;800 FT (IAF altitude at OKC 17R) when OKC Tower came on frequency and said it looked like we were lined up on Wiley Post; and to climb to 3;000 FT and gave us an appropriate heading. We complied with the instructions and picked up OKC 17R and landed without incident. There were no TCAS RAs/TAs; the aircraft was always in a stable configuration; and there were no additional instructions from the Tower.


Second narrative: Upon reaching 2;800 FT the pilot not flying commented that the ILS DME for Runway 17R still showed 12 NM; but that the runway seemed very close. We then both commented that the ILS glide slope showed low while the VASI showed high.Our company procedure of backing up all approaches with available navaids helped the crew realize something was not right during the approach; but it was the Tower that clarified our visual error.


Synopsis: Cleared for a visual approach to OKC; the flight crew of an A320 mistook PWA for OKC and began a descent to land there. Approach Control noted their track and altitude and brought the error to their attention.
Date: 201901
Local time of day: 0001-0600
Weather elements / visibility: Icing
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors; Weather; Airport
Primary problem: Human Factors

Narrative: While landing on the runway and then taxing; slid onto a runway overrun area. Prior to landing; the Dispatcher planned 'wet good braking action and engine anti-ice on.' METAR information was reporting [icing and 'wet good']. Also; no notable PIREPs reporting less than 'wet good' for braking action. Upon landing; Captain reported normal landing of 'good.' He also reported; receiving instructions from Tower to proceed to the end of the runway bypassing a closer taxiway. Once arriving at the end of the runway; he proceeds to turn onto the taxiway when he reported the aircraft slid uncontrollably forward; leading onto the runway overrun area.




Synopsis: A pilot reported the aircraft slid off an icy runway while taxiing after landing.
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Compressor
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Dispatcher
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff; and after selecting VNAV/Climb power; at about 2000 ft. MSL; we experienced loud compressor stalls; with associated significant airframe vibrations; loss of thrust and high EGT on the right engine. Accomplished the Engine Fire/Severe Damage checklist and shut down the engine. [Requested priority handling] with Approach. While accomplishing this checklist; after the autopilot was turned on; we also received a Stab Trim EICAS message and the autopilot disconnected. Also accomplished the Stab Trim checklist. We elected to stay offshore while accomplishing checklists; clear of terrain and populated areas. After completing the checklists; our position was roughly equal distance from ZZZ; ZZZ1 and ZZZ2. After discussion; we selected ZZZ2 as the nearest suitable airport; and diverted there. Uneventful one engine inoperative approach and landing accomplished at ZZZ2.


Second narrative: Received following ACARS from crew: ENGINE FAIL. COMP STALL. DIVERT ZZZ2ACARS message: compressor stall divert ZZZ2


Synopsis: B757 flight crew reported compressor stall on departure.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm; Turbulence
Light: Dawn
Aircraft: Caravan 208B
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On exiting the end of RWY 35L; one third into the turn I experienced a sudden wind change that caused my aircraft to slide sideways. Wind shear along with the water standing on the runway made it difficult to control the aircraft; resulting the propeller to strike 2 lights on the end of the runway 35L. In the future if I find myself in similar situations I will elect to hold and wait a bit longer to let wind shear clear of the airport and if I'm on the ground stop or taxi at a crawling pace.




Synopsis: The pilot of a C208 reported loss of control during turnoff of the runway due to standing water and a wind shift.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Engine Indications
Component problem: Malfunctioning
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After engines were shut down for over ten minutes; we noticed that one engine displayed and fuel flow of zero; while the other engine showed no data whatsoever in those fields. The engines showed different data; not abnormal; just different. We called Maintenance and he performed BITE checks; which showed that one of the engines registered internal faults on our previous flights that day. The aircraft was removed from service to perform Maintenance on the engine start switch. All operations and indications had been normal besides this discrepancy we noticed which prompted the Maintenance call.




Synopsis: B737-700 flight crew reported suspect engine indications after engine shutdown post flight.
Date: 201409
Local time of day: 0001-0600
Location: CHD.Airport, AZ
Light: Daylight
Aircraft: Bonanza 33
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Descent
Airspace: Class D CHD
ATC / advisory: Tower CHD
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: FBO
Reporter function: Pilot Not Flying; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Pilot Flying; Trainee
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airspace Structure; Aircraft
Primary problem: Human Factors

Narrative: Student demonstrating a diversion to CHD airport at 5500 FT. Student was maneuvering for a right base to runway 4R. About 6nm South of CHD at about 2500-3000 FT MSL; during descent I noticed an aircraft appear in my vision from behind my front door post. The aircraft seemed level at about same altitude and around 150-200 FT lateral separation and head on. By the time I could take control to attempt to avoid; the aircraft moved from about my 1:00 to 5:00 position; nearly instantly. I noticed a white piper (warrior) with maroon or orange numbers. It appeared to be a single pilot aboard the other aircraft. After notifying CHD tower of NMAC; I asked if she saw anything on radar. She said that it appears that the aircraft had inoperable transponder. There was no TCAD indication of any kind; as well.Remain vigilant on scanning; even when in contact with ATC. When workload situations are higher; divide attention accordingly. Scan blind spots (door post) more frequently.


Second narrative: We were approximatly on radial 223; 12 NM away from IWA VOR. At that moment we were descending between 2500 and 3000 FT MSL into Chandler Airport and already had contact with tower. I was preparing the arrivel into CHD and when I looked outside to the right I saw an airplane closing in on us wich was between 150 and 200 FT away from us. Around the same time I saw the airplane my Checkpilot saw the airplane as well and he wanted to evase but before he could the plane passed by on the distance of 150-200 FT. After this had happend we called the tower to report a near miss. The other airplane didn't had a working transponder since our TCAD didn't detect it and the plane wasn't on the the radar of ATC as well. As the plane passed by we saw the plane was white with what looked like some orange on the tail. My Check pilot believed it was an airplane wich looked like a piper warrior.Don't only rely on your TCAD or traffic suggestions from ATC. always trust your eyes. And ofcourse look more outside of the airplane.


Synopsis: BE33 instructor and two students report a NMAC with a small low wing aircraft about 6 NM south of CHD at 2;500 FT. The other aircraft was detected too late to take evasive action and passed within 200 FT. The other aircraft did not have an operating transponder.
Date: 201412
Local time of day: 1801-2400
Location: HOU.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach
Airspace: Class B HOU
ATC / advisory: Tower HOU
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation; General Police / Security Involved
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: There were no deviations; and no Flight Crew errors.  This is being reported solely for safety reason.  An industrial strength type BRIGHT PULSE green laser struck my cockpit during descent in to Houston Hobby airport; Runway 4; on Final Approach; during VMC Night flying condition; with no moon sky (pitch black); at about 700 feet MSL.   Approximately two sudden intense pulses of green laser temporarily struck both of my eyes; causing a flash blindness for an instant; with an imprint of an afterimage in my right eye (leaving temporary spots). The laser was a distraction and startled both Pilots. The light burst did interfere with my vision; and both Pilots immediately confirmed the experience to be that of a green laser. We both confirmed we were apparently okay to continue the Approach; but immediately the PM radioed the Tower to report being struck by a green laser; and its approximate location to our flight. Shortly after landing; the Tower Controller reported before my flight; they had three reported incidents of laser sightings in the last hour; and that the authorities were trying to locate the person responsible. Once at the gate I sent Dispatch an ACARS report of the incident; then telephoned my Dispatcher to speak to a supervisor; as I was experiencing a burning sensation in my right eye. The supervisor elected to hand me off to the Chief Pilot on Call; who decided on his own; based on my description of the event; the safer course of action was to pull me from further flying; because of an on the job eye injury. There were no deviations; and no Flight Crew errors.  If there were three reported laser incidents leading up to the one I experienced; by the same facility then why wasn't there a PIREP report for the reports? Why was it not on the ATIS? Why was it not mentioned by the Controller? Why did my Dispatcher not advise this flight?




Synopsis: On approach to HOU at about 700 feet; flight crew was struck by a green laser light flash.  They were able to continue the approach and landed.