elihoole/asrs-aviation-reports huggingface dataset:
Date: 201508
Local time of day: 1801-2400
Location: N90.TRACON, NY
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON N90
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Airport; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: I was working Final approach into Airport ZZZ landing ILS XX departing Runway YY. Airport ZZZ1 was departing Runway ZZ. Aircraft X was set up for right traffic to ILS Runway XX at 3;000. Aircraft Y VFR was pointed out at 4;500 feet. Normally VFR aircraft are sent under the Class Bravo airspace on this runway configuration at 2;500 feet. There was a controller change on the position working Aircraft Y; the new controller told Aircraft Y to descend out of the Bravo and proceed on course. Aircraft Y went on course and started a descent. His on course heading cut off the downwind Aircraft X was on; and the planes met at 3;000 and about 0.5 miles in the Class Bravo airspace. I called traffic and Aircraft X never reported Aircraft Y in sight. I was unaware at the time of what Aircraft Y was doing; I only saw him descending into my traffic.I suggest the VFR aircraft be kept outside of the Class BRAVO and also Airport ZZZ1 Class D be changed to a Class C and extended out to remove these VFR cut through flights away from Airport ZZZ and Airport ZZZ1 IFR traffic patterns.




Synopsis: Controller approved a point out of VFR traffic at 4;500 feet. The VFR aircraft was on a converging course with an aircraft at 3;000 feet being vectored for an ILS approach. The Controller working the VFR aircraft instructed it to descend and proceed on course. The descent put the VFR aircraft in to confliction with the 3;000 foot traffic.
Date: 201909
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 In Charge
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Equipment Problem Dissipated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As the crew entered the aircraft the foul smell started at the beginning of the aircraft. [The smell was] so strong that we had to get off the aircraft and alert the Captain and CSR. The smell didn't smell safe; nor sanitary until aired out. Cleaners sprayed air freshener and disinfectant. The airflow from the aircraft helped.




Synopsis: Air carrier Flight Attendant reported a 'foul smell' at preflight. Cabin cleaners were required to clean and ventilate cabin prior to boarding.
Date: 202008
Local time of day: 0001-0600
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: This is not simply an issue for this flight; but after 5 days of working flights; I want to report the concern since it happened very frequently on this one.  Although we make the announcements about masks often and model proper behavior; passengers often forget to pull the mask up to cover nose and mouth; letting it rest on chin.  What is especially problematic is that when I am serving; many pull it down and talk right at my face.  I step back and ask and motion to them to pull it up but often they seem confused.  This happens many many times on each flight.   Merely making announcements doesn't seem to do the trick.  Serving does not feel safe for me as a result.  It may seem like a silly idea; but what about a role play with the two flight attendants after takeoff in front of cabin to demonstrate not to pull down mask?  Sort of like the safety demo; with a set script where the one pretends to pull down mask and the other says 'Please don't do that!'It's worth a try.  It could stick in people's heads better with a demo; based on teaching techniques.




Synopsis: Flight Attendant reported problems associated with passengers wearing face masks improperly.
Date: 201309
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise altitude; attempted to access data on my iPad. Entire home page was illuminated at about one third normal illumination with dim blue updating circles next to each field. The transfer box said 73 transfers were waiting. Just 2 hours earlier I was using my I-pad and everything was normal. No transfers; no updates; and battery was at 80%. I was not in the settings field; so no changes were made here. Two hours later I had no access to the data. None. I turned the iPad off and then on and also did a hard reset. I still had no access; what happens when this happens to both pilots?




Synopsis: Air Carrier Captain experiences an iPad based EFB failure in cruise and wonders what happens when both iPad's fail.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 50
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Duct Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out from takeoff; fire warning engine number 2 illuminated. After completing checklist items crew elected to return to the airport [nearby with a longer runway]. On approximately 4 mile final to the runway and cleared for visual approach; ATC issued an immediate right turn to another aircraft at our 11 o' clock and approximately 3 miles. We received a TCAS traffic alert (Traffic) and had visual contact with the traffic. No evasive action required or taken; proceeded to normal landing. On the ground; fire personnel conducted visual inspection to confirm no indication of smoke or fire before taxing to parking. Maintenance inspection; number 2 engine; revealed cracked bleed-air line that caused an over temp condition and subsequent fire warning. There were no signs of flames; burning or scorching.




Synopsis: DA50 First Officer reported a number two engine fire warning shortly after takeoff. The engine was shut down and the flight diverted to a suitable airport.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was landing for my cross country solo. The winds prior to landing were 160 [at] 5 KTS when I was approximately 50 FT off the ground the winds changed direction (according to the Tower 300 [at] 8 KTS.) When I landed the plane was forced to the left side of Runway 26. With the plane on the ground I applied the brakes; but was unable to keep the plane from veering off to the left into the grass. While trying to keep the nose from going into the grass I struck a landing light on the rear of the plane causing visual; but not structural damage. I safely steered the plane back to the taxiway. After the plane stopped I called Tower and they instructed me to contact ground. I immediately contacted ground and let them know of the events that unfolded. I was asked if I was ok and if the plane was ok. I let Ground know that I was ok and the plane to my knowledge was ok and was not acting strange. I was told to taxi and that a ground crew would inspect the runway. After the inspection of the runway and after closing out my flight plan we found that one light was damaged; but repaired quickly. After the mechanic looked at the plane; we did find the light damage to the skin on the rear of the plane. The plane was repaired and I have since paid for any and all damages. After reviewing the events I believe that when the winds shifted I should have increased power and gone around for another runway with [fewer] crosswinds or reanalyzed the crosswinds for Runway 26 and made the proper inputs for a safe landing.




Synopsis: C172 student pilot reports a wind shift during landing resulting in a runway excursion and slight damage to a runway light and the aircraft.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff after we retracted the flaps (about 1;000 AGL); the ROLL SPLR INBD HYD caution light illuminated. We completed the After Takeoff Checklist and appropriate emergency checklist then called Maintenance on the Satellite phone. We elected to return to the field; and as a precaution declared an emergency. The remainder of the flight was completed without incident and we landed and returned to the gate. We decided to declare an emergency thinking that the roll spoilers were considered a flight control device and a NTSB reportable event if they malfunctioned. After calling Maintenance on the ground when we returned to the gate; we were informed that the roll spoilers are considered flight control assisting devices and thus not required to be reported to the NTSB. Had we known this; we would not have decided to declare and emergency.




Synopsis: DHC8 First Officer reports a ROLL SPLR INBD HYD caution light illuminated just after flap retraction during initial climb. An emergency is declared and flight returns to departure airport.
Date: 201902
Local time of day: 1801-2400
Location: ROA.TRACON, VA
Flight conditions: VMC
Aircraft: Helicopter
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class C ROA
ATC / advisory: TRACON ROA
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Developmental
Human factors: Training / Qualification; Workload; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: I was coming in to relieve the controller working Approach radar. It was quite busy when I got there and had to help him make a VFR flight plan before I could get the briefing. During the briefing; I was told 'helicopter westbound' and I noticed several conflicts I had to fix as soon as I got in. About 1 to 2 minutes after I got in and resolved several issues; I saw a Low Altitude Alert go off. Once I looked at it; I noticed it was an IFR helicopter at about 3500 feet in a 5200 Minimum Vectoring Altitude (MVA). I immediately told him to climb to 8000 feet for terrain. The relieved controller was still behind me and said 'good catch; I didn't realize he was IFR.' In the future; I will scan each aircraft more thoroughly during briefings and ensure they are at an appropriate altitude prior to taking the position.




Synopsis: TRACON Controller reported relieving a sector with several issues including an IFR aircraft below the Minimum Vectoring Altitude.
Date: 201507
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight was planned ZZZ to SFO with a departure of XA:40. Pick up uneventful. After arriving at airport the flight was delayed to XC:00 due to late inbound aircraft. Ground ops; takeoff; cruise; descent were uneventful. We were being vectored for the Tip Toe 28L. Intercepted final approximately 15 miles out; speed 180 and on glideslope. Approach instructed us to maintain 180 to the bridge. Pilot flying was recently returned furloughed pilot who had flown 6 previous trips after OE. He wanted to slow the aircraft early but ATC wanted 180 to bridge. He asked for the gear down with flaps 1 autopilot and auto thrust engaged. After passing bridge he selected managed speed and the aircraft responded correctly by going full throttle and accelerating to flap 1 speed approximately 210 knots. He wasn't expecting this or really thought about it. He froze for about 5 to 10 seconds so I informed him it was accelerating to flap 1 speed and it had to fix it Manual. Either select a slower speed; use speed brakes and get the flaps done. It did select as lower speed but we were really not getting to a stable condition quickly. At 1200 ft we did get speed back to call for flaps 2 followed quickly by a call for flaps full. Speed was stabilizing so I thought we would be in good shape by 500 ft. Passing 700 feet we heard 'too low flaps'. I selected full flaps and directly a go around. Go around uneventful and follow on approach OK.




Synopsis: The Captain; as pilot monitoring; directed a go-around at 700 feet for GPWS 'too low--flaps' and speed deviations.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: RV-10
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Initial Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown; Time Pressure
Anomaly: Ground Event / Encounter Other / Unknown; Ground Incursion Runway; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Weather; Procedure; Human Factors; Airport
Primary problem: Ambiguous

Narrative: I intended to land at ZZZ. However; fuel consumption had been greater than expected as a result of a greatly strengthening headwind over the last couple hours. I diverted to ZZZ1 to refuel. The problem is that the airport was closed. On approach I listened to the AWOS and there was no mention of the airport being closed. On the CTAF; I listened to a helicopter announce its approach and landing. I announced my approach multiple times on inbound and in the pattern. As I approached for landing; I could see an X at the end of the runway. Then an individual stated the runway of intended use was closed. I asked multiple times if the other runway was open but there was no response. I stated we were low on fuel and a response would be greatly appreciated. A new person came on the radio and stated that there was no activity on the runway and that we could land avoiding the X at the end of the runway. We then landed and discovered the person speaking on the radio was the head of the construction crew that was working in the parking lot and near the taxiway at the airport. He stated the airport had been closed for the winter. We called the local FBO and found we were not able to fuel there as they had left for the winter. We found the helicopter that had landed was using jet fuel. With about 10 gallons of fuel remaining; dark approaching with little moonlight and clouds; I had determined it would be safest to land at ZZZ1 rather than push to the next airport and risk running out of fuel. We hitched a ride to the next airport ZZZ2. The next morning; we rented a car; obtained fuel; and returned to ZZZ1. We met with the onsite construction manager who announced to those working near the taxiway to clear the area. Then the construction manager removed the X at the end of the runway and stated we could take the runway for departure.




Synopsis: RV-10 Pilot reported landing at a closed airport after diverting for fuel.
Date: 201705
Location: MYF.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 12
Light: Daylight
Aircraft: Light Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: Tower MYF
Second aircraft: Cessna 152
Reporter organization: Corporate
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction
Second reporter function: Captain; Pilot Not Flying
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Procedure

Narrative: We were flying on an IFR flight plan and were cleared for the visual at approximately the extended center line at Miramar to 28R at Montgomery and to stay at or above 3000 crossing the 52 freeway. We switched frequencies and had trouble checking in due to high traffic volume on the radio frequency. I slowed to approximately 160 knots to give more time to check in and crossed the 52 at approximately 3800 feet. We heard tower talking to a C152 departing downwind calling us out as traffic to them. We still were not able to break into radio traffic and started looking for the 152. We saw the 152 on our TCAS and I stopped our descent at around 3500 feet to look for the traffic. At this time there was a break in radio traffic and Montgomery Tower called out the 152 traffic to us at the exact time we received an RA from our TCAS and climbed to approximately 3700 feet. The Captain answered Montgomery tower stating we were performing an RA climb and looking for traffic. Almost immediately I was able to see the traffic out the left side of the aircraft and at that time traffic was no factor. We continued to enter right base for runway 28R and landed uneventfully. We contacted tower to see if we can all work out a better arrival from the north for us so this would not happen again. In the morning at Montgomery there is very little if not no traffic when we arrived so a visual to 28R from the north is still feasible. In the afternoon however there is an abundance of traffic and we all decided that it would be better to perform the ILS approach to 28R for traffic confliction. We have unofficially incorporated this procedure into our flights into Montgomery and are working to incorporate this into our SOP. It has only been a few days past but this does seem to work better.


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


Synopsis: Turboprop flight crew reported an issue with conflicting traffic during arrival to MYF.