elihoole/asrs-aviation-reports huggingface dataset:
Date: 201204
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Up Lock
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Time Pressure; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: During descent; on a Part 91 flight into a midwest airport; in a Citation 550 Bravo; the 'Gear Unlocked' light came on prior to selecting the gear to the down position. When the gear was selected to the down position; it extended normally with normal three green lights indication. Approach and landing were normal. After landing attempts were made to hire maintenance to inspect the airplane. No maintenance was available. After attempting to obtain maintenance at that airport the time of the day was such that we could not contact the FAA to obtain a ferry permit. I elected to fly the aircraft gear down to the Citation Maintenance facility at a nearby airport for investigation of the gear unlocked light. The aircraft was flown to the service center where the problem was investigated. Both gear uplock switches were found to be bad. The switches were changed and the aircraft was returned to service. Pressure to 'make the schedule' contributed to the decision to fly the aircraft to the service facility. For future reference; I would not allow the schedule to dictate actions without utilizing proper procedures.




Synopsis: A CE550 pilot flew his aircraft; gear down; to a maintenance facility without a ferry permit when he was unable to secure maintenace to correct a 'GEAR UPLOCK' light indication that came on during approach.
Date: 201909
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Off Duty
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I am cabin crew member; but I was traveling as a passenger seated on the seat XF inside an Airbus A320. When we arrived to the gate in ZZZZ and the pilots shut down the engines; everyone inside the plane could smell a strong toxic fumes; even some passengers started to cough. I had to protect myself with my shirt covering my nose and mouth and breathing through it. No fire or smoke because was visible but it was obvious that something was burning and contaminating the air inside the aircraft.




Synopsis: A320 off duty Flight Attendant reported strong toxic fumes at destination gate.
Date: 201408
Local time of day: 0601-1200
Location: OKV.Airport, VA
Flight conditions: VMC
Weather elements / visibility: Scattered 3;000; 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E OKV
ATC / advisory: CTAF OKV
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Airport; Procedure
Primary problem: Ambiguous

Narrative: While entering the pattern at OKV I was approached from the left below by a high wing aircraft. On first sight it appeared wings level in climb attitude on collision course with me.  I pulled up and left to avoid collision. Prior to this while approaching OKV; which takes some time at 55mph; my son and I observed the airport for several minutes.  I was hoping to see some activity as to tell me which runway was in use. This aircraft has no electrical system or radio. There were no aircraft in the pattern; moving on runway or taxiways for these several minutes. I do not know where he had been but it was not in the pattern.After the incident I watched the other aircraft do a touch and go.  I landed and taxied to hangar.  While putting the aircraft in hangar an aircraft passed by and stopped about 300 ft away. I thought this was the other aircraft.  As I approached the pilot he said 'you're right' or 'your ok' twice to me.  He said he was an instructor and asked if I had called on the radio.




Synopsis: A pilot reported a near miss at CTAF OKV as he entered the landing pattern at 1;000 feet but his aircraft had no electrical system or radio in the Class E airspace.
Date: 201909
Local time of day: 0001-0600
Location: EUG.TRACON, OR
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb; Initial Climb
Airspace: Class E EUG
ATC / advisory: TRACON EUG
Reporter organization: Government
Reporter function: Approach; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; 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; Procedure
Primary problem: Airspace Structure

Narrative: Aircraft X was headed Eastbound requesting a pop-up IFR clearance. Aircraft X advised they could maintain their own terrain and obstruction through 2000 feet. The controller issued 'cleared as filed reaching 2000 proceed direct ...' Controller did not realize the slow climb rate of the aircraft. The controller realized the slow climb rate at the time the aircraft was just about to enter the 3000 foot MVA (Minimum Vectoring Altitude). The aircraft was climbing out of 2700 feet when it entered and the controller turned the aircraft around to a heading of 180; then 270 as soon as he noticed the incident. A position relief briefing was being conducted at the time of the incident. The Controllers should have not rushed through the relief briefing. The Controller should have been aware of the slow rate of climb [of this type of aircraft.]




Synopsis: EUG TRACON Supervisor reported they observed an aircraft IFR below the Minimum Vectoring Altitude.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 MAX 8
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pitot/Static Ice System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: IAS Disagree followed shortly by a ALT Disagree; autopilot disconnect. Complied with IAS Disagree Quick Reference Handbook. Informed ATC would not accept a descend via clearance or airspeed closing restrictions. Let them know we would slow and configure early to determine safety. At some point before doing the normal descent checklist the Engine Electronic Controls (EECs) went into ALT. We discovered this during annunciation test because there was no Master Caution; only ENG light during test and then looking at overhead (this system is archaic). The IAS and ALT Disagrees were intermittent even with EECs in ALT continuously. Landing uneventful. Informed Maintenance Manager; [local] Maintenance and submitted a report. Captain standby; ground speed and ATC ground speeds were close while First Officer's Airspeed and Alt appeared inaccurate. First Officer ran QRH - good job. Captain flew and communicated with ATC.

Callback: Reporter stated the pitot/static systems and the ADIRU were inspected and tested.  Reporter suspects the IAS and altimeter disagree were pitot/static related but does not have direct knowledge of that.  Reporter stated the EEC ALT issue is probably separate from the IAS and altimeter anomalies.  Aircraft is back in service and reporter is unaware of any further problems with this particular aircraft.



Synopsis: B737 MAX 8 Captain reported that the First officer's airspeed and altitude indications became unreliable in cruise; along with both of the Engine Electronic Controls switching to Alternate and elected to have ATC assist with descent and approach.
Date: 202008
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Returned To Departure Airport
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: About 45 minutes from landing at ZZZZ1; we received a message from Dispatch advising us that a natural event was being tracked in an area that would interfere with our approach and landing.  Dispatch was working to provide us with a diversion airport suitable to the aircraft we were flying. Workload was compressed due to fuel range; crew duty; and COVID-19 regulations which were in effect. During descent we communicated via ACARS that the crew would need rest accommodations at the landing airport. I believe I failed to communicate my precise intentions to Dispatch concerning this phase. We were told that management was working to find a suitable diversion situation for us. At this time the [Captain] and myself agreed to get the airplane on the ground safely and then decide what we would do from there. We set up and conducted an approach to Runway XX in ZZZZ. Upon landing we were given a gate; but were unable to open doors due to the virus lock down. We agreed that our only reasonable option was to take fuel and Dispatch back to ZZZ; and this we did. We discussed our best way of conducting this flight and signed a fit for duty release. After takeoff on Runway XX; we proceeded to ZZZ and landed without incident.The divert was unexpected; but of course this sometimes happens. The COVID-19 procedures in effect at our divert airports was definitely a factor. Also; the aircraft we were flying was further limited due to it not being authorized for certain operations in this country. We experienced ACARS no comm at certain phases of descent. We didn't feel we were getting a good picture of what our options would be once we landed; but decided to proceed one step at a time. I take full responsibility for my decision to continue the flight to ZZZ. We actively used tools we had been taught in training. I feel under the onerous conditions of the situation that we acted in a safe and responsible manner.I believe this situation was made more difficult due to the unusual conditions of COVID-19. The only thing I would suggest; is to use another type aircraft for operations to ZZZZ1; as this would provide us with more flexibility during a divert.




Synopsis: Air Carrier First Officer reported that after having to divert they were unable to disembark the aircraft due to COVID-19 restrictions at that airport.  The crew decided to refuel and return to the origin airport.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Aircraft component: VHF
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On date around XA:25 local time I was entering the traffic pattern at ZZZ airport. I had been making radio calls announcing my intentions to over fly the airport at 6;500 feet and enter left traffic for runway XX. After crossing the airport midfield I announced entering a left downwind pattern for runway XX descending to 6;000 feet while looking for traffic in the area. After passing the numbers I started my approach into ZZZ and about 1.25 away I announced turning left base runway XX while scanning for traffic. Then turning base; I looked for traffic and announced that I was on a 1 mile final for runway XX.    About 20 seconds after landing on runway XX I saw Aircraft Y over fly the runway that I just landed on. I cleared the runway and taxied to the ramp area to investigate what happened. During this whole time I didn't hear any announcements from any other traffic in the area. After getting to the ramp I went back through everything to investigate what happened. During which time I noticed that the aircraft wasn't showing up on my ADS-B (Foreflight) until it turned downwind after going around. During the whole time in the pattern I never saw them show up on foreflight. Then I noticed that I was transmitting on 123.7 and not the CTAF frequency 123.0.




Synopsis: Pilot reported transmitting on the wrong frequency contributed to a near mid air collision.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence; Fog; 5
Light: Dusk
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Personal
Reporter function: Local; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: On RNAV 35 at 1400 feet I lost VNAV on approach. I continued down to next step down altitude which was 600 feet. At 600 feet; as I was searching for the runway I continued to 480 feet. I received a low altitude alert from Tower. Because I didn't have the required flight visibility I immediately started to go around. The go around and divert all went normal. Next time when my approach equipment degrades my approach I will go around and re set up for new approach.




Synopsis: Piper Arrow pilot reported a low altitude alert after losing VNAV on approach and descending below the Minimum Descent Altitude.
Date: 201501
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Relief Pilot; Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: General Police / Security Involved
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During cruise Captain and myself were in cockpit. The Relief Pilot was on break in bunk. The Purser informed us a passenger was feeling ill and was in the bathroom. Symptoms were fever; nausea; vomiting. She was told that this passenger and her two travel companions were doctors and had come from an ebola area previously; but it was 22 days ago. The FA felt the doctors were being open and honest with us; and expressed that in their professional opinion (which since they worked in a hot zone would give them good insight) that the illness was NOT ebola related. We notified dispatch of the passenger who in turn notified medlink; company; and customs. The doctors opened the onboard medical kit and use 1 anti-nausea tablet. FA's kept the ill passenger away from other passengers and before landing moved the ill passenger and her companions to rear of aircraft near restroom. Cockpit was informed by dispatch that CDC would board at gate and evaluate the pass before disembarking any other pass. Just prior to the gate; we made PA telling pass that there was an ill passenger and customs has procedures for these events and everyone should remain seated to let them through to the passenger. Took about 15-20 minutes after parking for them to board. Customs and CDC followed their procedure (which took about an additional 35 minutes); collected personal contact information on everyone on board and then began letting passengers leave. The entire process at the gate was slow; with lots of different agencies involved (I saw police; customs; CDC; paramedics - just to name a few); but the passengers were informed via PA from us and the FA's; everyone seemed patient during the process; and we were able to avoid undue worry of passengers.


Second narrative: I was notified approximately mid-flight while on my break that a passenger had become ill. I was not involved with the interaction between the passengers; flight attendants or med-link. I was briefed by the captain that when we arrived that the flight would be met by the CDC and paramedics. After the landing the cdc boarded the aircraft and eventually released the passengers and crew and requested we fill out contact information. We were given an information sheet on having been involved on a flight with a passenger who may have Ebola.


Synopsis: Two B777 First Officers describe the protocol that is involved when a passenger becomes ill in flight and had previously had contact with Ebola patients.
Date: 201208
Local time of day: 1801-2400
Location: EGE.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D EGE
ATC / advisory: Tower EGE
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Time Pressure; Situational Awareness; Distraction; Training / Qualification
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Other Person; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Aircraft; Weather
Primary problem: Ambiguous

Narrative: While [we were] on approach into EGE; on LOC FMS 25; autopilot ON; in LNAV and VNAV on PATH. [We] picked up a 15 KT tailwind prior to BARZA fix. Aircraft pitched nose down to stay on path. Aircraft reported GPWS Warning (PULL UP) for terrain under BARZA fix. In VMC conditions and clear of terrain; we continued the approach to normal landing. Aircraft remained on FMS PATH the complete approach. The aircraft was reported to have flown below BARZA fix. BARZA fix is not shown in FMS approach. I would suggest we look at the software for LOC FMS Runway 25 approach into EGE. FMS projected an incorrect path; or the commercial chart is incorrectly marked.




Synopsis: An Air Carrier on the EGE LOC FMS 25 encountered a tailwind prior to BARZA which pitched the aircraft nose down initiating a GPWS PULL UP Warning. The crew took no action because the aircraft was on the VNAV/LNAV Path the entire arrival.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: A sudden yet gradual electrical failure occurred around 1;300 feet upon climbout. The first item to go out was the transponder to which Tower called out 'Aircraft; say position.' After he said this; my avionics started to get fumbly and my radios were beginning to get static. I did my best to inform ATC where I was and that I was losing my avionics; however; I could only hear receiving radio and could not transmit. I found it was unsafe to return to the congested airport so I flew to a different airport VFR and exercised extreme visual vigilance for other airplanes in the area as well as avoiding any airspace requiring radio communications. I flew well off the coast. I landed at a non-towered airport without incident.




Synopsis: A C172 pilot reported complete electrical failure.