elihoole/asrs-aviation-reports huggingface dataset:
Date: 201303
Local time of day: 1201-1800
Location: EUG.Airport, OR
Aircraft: Golden Eagle 421
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D EUG
ATC / advisory: Tower EUG
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: A C421 checked on requesting the Runway 14 ILS Approach via RADAR vectors from the south. I issued appropriate vectors from a downwind to base.  Once the aircraft was in position for a turn to final I issued an appropriate vector to final and an appropriate altitude to maintain until established. The aircraft was slow to take it and requested me to repeat the assigned heading to join. I reissued the heading at which point it looked as though he may blow through the localizer. I instructed the pilot to make an appropriate turn from his position to join the localizer from the other side. The aircraft began his right turn and continued through the localizer again and kept turning right at which point he said something that I couldn't understand to the effect that he was having trouble capturing the localizer. I asked him to say present heading. He said 280; which was never issued; and which also put him heading into a 6;000 FT MVA at an assigned altitude of 5;300. I immediately instructed him to climb to 6;000. I then tried to figure out what difficulty he was having and what we needed to do to get him on the ground but RADIO communications were spotty and he was having difficulty following instructions. At this point he was heading for another higher MVA 6;700. He was close to 8 miles away from the higher MVA when I issued him a turn away from and climb to 7;000. He did not respond verbally or take the turn or climb. I reiterated the control instruction and had him verify he had received it. He said roger and began his turn away from the MVA and climbed but he had already entered the 6;700 FT at around 6;100. We then got him on a good heading and altitude out of and away from the MVA. Radio coverage was spotty the entire time which did not help the situation. This is a common problem in the Medford area due to poor radio coverage in the area. Also the pilot was not following instructions and was slow to react to the ones he followed. There is not much that can be done about the radio coverage due to the terrain; nor can we do anything about a sub-par pilot.




Synopsis: EUG Controller described a MVA event when IFR traffic being vectored for an ILS Approach entered a higher MVA and failed to respond to ATC direction; RADIO coverage and pilot error were listed as causal factors.
Date: 201602
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending through 15;000 feet; we were called by the lead flight attendant. She told us that there was electrical smoke throughout the cabin. She said that it smelled like a 'toy electrical train smell'. It was especially evident around the mid galley. The flight attendant stationed at the mid galley area said that her nose and throat were irritated and felt a burning sensation when she breathed. The Captain turned off the galley power. We requested priority handling and an expedited approach to the runway. We requested the longest runway and told the flight attendants to call us if the smoke got worse. Upon landing; we were met by emergency vehicles. We taxied clear of the runway and called the lead flight attendant to determine if we needed to evacuate the aircraft. She said the smell had dissipated enough that we could proceed to the gate. We taxied to the gate and had maintenance meet the aircraft. The flight attendants gave a detailed briefing to maintenance personnel and the Captain made a logbook entry.




Synopsis: Air carrier First Officer reported the had a possible galley fire with smoke being detected in the cabin event. Flight crew landed at a nearby airport.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was working NR sector when a MD11 was on final to Runway 7R. There was OJT being conducted at SR. The SR Controller stated that it appeared that the MD11 was below the MVA and glidepath on final for Runway 7R and yelled over to the FW Controller. FW stated that the MD11 was on Tower Frequency. We both keyed up to Local Control via landline and told Local Control that the MD11 was too low. The Local Controller simply issued the altimeter setting to the MD11. The SR Controller told the Local Controller to issue a 'low altitude alert.' The Local Controller still did not issue a low altitude alert. The MD11 altitude dropped to 800 FT on a 4 mile final. There are several large wind turbines near by. The MD11 was in close proximity to the ground on an instrument approach and was not issue a low altitude alert. There was no management present in either the TRACON or Tower operation. It is outrageous that the Tower Controller failed to recognize that the MD11 was at an unsafe altitude and worse yet could not/did not issue the low altitude alert even after being prompted to do so by another sector on the land line. Remedial Training for the ATCS on local and Performance Management Training program revisit alerts and controller responsibility on how/when to issue them. Mandatory assignment of FLM's to the operation for specific time frames.




Synopsis: TRACON Controller described an unsafe event when the Tower Controller failed to issue a 'Low Altitude Alert' even after being promted by fellow controllers.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Dusk
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Confusion; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: I conducted a demonstration flight leaving ZZZ (home base) northbound for a scenic tour.I checked for TFRs on tfr.faa.gov and weather pertaining to my route of flight and timing; I did not notice anything unusual.While above a field I noticed the lights were on but the field was empty. I was approximately 1;800 feet MSL.Upon landing; I checked the field's website and noticed a game took place that evening. I am concerned that even though the venue did not have near 30;000 people present as a result of the COVID pandemic; the TFR was still in effect. I may have conflated a venue capacity of 30;000 people with 30;000 people present at the venue; a very distinct difference that could be a point of confusion for other pilots during the COVID pandemic.My preflight action going forward will include a review of all major venues and scheduled events along my route of flight should I not be in contact with an Air Traffic Control Facility.




Synopsis: Pilot reported flying over a sporting event during a game and wondered if they had violated a TFR.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other; Situational Awareness; Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Delayed departure due to aircraft being towed over from a maintenance hangar. Departure from RWY 26L at ZZZ and flew SID with approved deviations to avoid buildups to the Northwest. At approximately [time] EDT; just after leveling off at 33K' and NNE of ZZZZZ; CABIN ALTITUDE warning light came on with audible horn and cabin altitude climbing through 10K'. We donned oxygen masks; established communications; and Captain pulled out the QRC to run the Cabin Altitude Warning checklist. As the cabin altitude continued to rise past towards 12K'; we [notified] ATC (ZZZ Center) and initiated a descent to 10K' and continued with QRC procedures. During descent we turned west toward the shoreline; asked for current/forecast weather conditions and decided to divert to ZZZ1. Captain continued to run the emergency checklist referencing the QRH from the iPad. After cabin altitude was indicating below 10K' we took oxygen masks off. After approximately 5-10 minutes with the masks off; I felt some 'hypoxia like' symptoms and told the Captain I needed to go back on the oxygen. We both donned the masks again until descending through 6K' at which point the symptoms previously experienced had gone away. Captain was in communications with the cabin throughout the event and we both acknowledged and sent messages to the company via ACARS. Both the approach and landing on RWY 17L at ZZZ1 were uneventful and as briefed.




Synopsis: B737-800 First Officer reported a loss of pressurization at altitude and resulting emergency descent. Pilot reported possible hypoxia.
Date: 201710
Local time of day: 1801-2400
Location: JAC.Airport, WY
Aircraft: Light Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Single Pilot; Pilot Flying
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors
Primary problem: Airspace Structure

Narrative: I was the Radar Controller of the combined sectors. Aircraft X was on a heading at 16;000 feet. I issued a descent to 14;000 feet; the Minimum IFR Altitude (MIA) in his area at the time was 13;700 feet. I thought the read back was correct; however after listening to it; it was very unclear. I noticed the pilot start to descend through 14;000 feet; to 13;700 feet where I asked; 'say altitude'. The pilot came back saying his altitude was 13;500 feet at the time; and descending to 11;000 feet. I issued a low altitude alert and a climb above the MIA.I recommend new radios; or a new radio system.


Second narrative: I was given an initial descent from 16;000 feet inbound to the airport. I read back 11;000 feet twice and the controller had given me 14;000 feet. I looked at the terrain and thought it could be low; but failed to ask the controller if 11;000 feet was the correct altitude. I descended to 13;400 feet and the controller called. I immediately climbed to 14;000 feet.


Synopsis: A pilot and Center Controller reported a communication problem with an altitude clearance and descended below the minimum IFR altitude.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Workload
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was told by an Internist and Medlink that my passenger would not live more than 1 hour. We made the decision to divert to ZZZ. We were coming in very high. We could not comply with a crossing restriction. I came back into the loop from handling the medical issue and took the plane back from the First Officer. I noted we were 3;000 feet high at the final approach fix. I did not want to risk going around. I asked for the gear down at 8;000 ft. After a couple minutes we had lost the extra altitude and I asked for the gear up. I was at 242 kts. I unintentionally exceeded the gear retraction speed. I should have noted the limit; but was prejudiced flying other equipment that 242 kts was slow enough to retract the gear. We made a write up. The exceedance was cleared by Maintenance Control. We exceeded the retraction speed by 7 kts. No damage to the aircraft.




Synopsis: B737 Captain reported that distraction during a time critical medical diversion caused him to exceed a landing gear speed limitation.
Date: 201809
Location: SFO.Airport, CA
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Troubleshooting; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC Overrode Automation
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: The new DYAMD4 arrival at SFO is not flyable as published. The last point (ARCHI) has a mandatory 7000 ft. altitude restriction. The point just prior to that is at or above 8600 ft. Those points are only 4 miles apart. Descending 1600 ft. in 4 miles doesn't work (how did that even make it past the design phase?). Consequently; ATC is assigning everyone 8000 ft. at ARCHI (like it used to be prior to this revision).This is problematic because it almost always results in non-standard phraseology being used by the controller. It also results in last-minute reprogramming of the FMC; which causes a loss of VNAV PATH information while it recomputes.  As an example; yesterday the phraseology was something like this: Descend and maintain 8000 at ARCHI and after ARCHI join the lateral course only for the FMS Bridge Visual 28R. There are obviously multiple things wrong with that.Why is it every time the STARs change at SFO the altitudes get messed up; resulting in multiple months of altitude exceptions and messed-up phraseology? This increases the workload for both pilots and controllers. It wasn't even a year ago when we went through this exact same problem at SFO. Do the people who design these procedures actually talk to controllers or pilots?Let's try to get this fixed sooner rather than later this time.




Synopsis: 757 Captain reported the crossing restriction at ARCHI on the SFO DYAMD4 STAR; as published; is incorrect and requires ATC to amend the altitude.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Cloudy; Icing
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I landed just 10 minutes previous to departing. Was on an IFR flight plan. Had scattered clouds with only 500 ft thickness. No issues for ice or anything. I filed plan out at 5000; figuring the conditions were the same. This is even though there was a Zulu forecast for the area from surface to 16000 ft. Weather was broken 2;800 and I figured tops were the same around 4000. Flight was great and started encountering clouds around 3;200 and then it closed in to 100% IMC. Was on autopilot and focused on temp and wings/icing. Around 4000 I encountered clear that turned to rime. As I continued to 5000 'assigned IFR'. It built up to around 1/4 inch then requested 7000 as for I could see the breakout. At 5500 I broke out in VFR on top and was clear. I made a pilot report of the conditions and continued on. The ice shed via sublimation along route. Part way through I found hole in clouds and descended VFR below to prevent any more icing conditions. Flight landed safely. Next time will adjust for last minute weather conditions.




Synopsis: SR20 pilot reported departing with the assumption weather would remain the same as the arrival; but ice accumulated unexpectedly during climb.
Date: 201211
Local time of day: 0601-1200
Location: MLU.Airport, LA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground MLU
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Other Unwanted Situation
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: On Taxiway G at MLU; between taxiways A and B; there is an erroneous taxiway centerline that turns to the northeast and into the grass. It is just as bright and clear as the other lines and could easily be followed during low visibility conditions.




Synopsis: An air carrier Captain reported an inappropriate taxiway centerline to nowhere at MLU.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness; Distraction; Time Pressure
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft had been leveled at FL360 for approximately 10 minutes when a fire bell and Level 3 'Engine Fire 2' alert was sounded. Crew accomplished recall memory items for an Engine Fire and secured the engine in accordance with the Aircraft Operating Manual procedures. An emergency was declared with ARTCC; a descent and clearance direct to the departure airport was issued. Flight Control was notified via ACARS and radio with concurrence to return. Aircraft exceeded 250 KIAS below 10;000 FT until approximately 4;000 FT with Approach Control concurrence. Aircraft was landed safely. Fire; Crash and Rescue escorted the aircraft to final parking following inspection of the aircraft.


Second narrative: Both fire bottles were discharged and the fire warning remained illuminated. There was no evidence of fire reported by Crash; Fire; Rescue.


Synopsis: A MD11 ECAM alerted ENGINE 2 FIRE so an emergency was declared; the QRH complied with including discharging both fire bottles; and the flight returned to the departure airport.