elihoole/asrs-aviation-reports huggingface dataset:
Date: 201503
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We just started descending from FL190 per ATC clearance when at about FL180 we came within a very close distance to what looked like several (3 or more) silver/blue balloons with a large box (looked black) hanging from it. They were not the store bought type balloons; rather; much larger. It was difficult to tell from the cockpit as to whether the balloons were climbing or descending; but I believe they were traveling with the winds aloft (approx 350/40). We notified ATC of the balloons.From my view from FD; balloons passed less than 50ft from left wing and less than 50 ft of altitude. I was ready to correct course; altitude but the timing of event was rapid. By the time I recognized balloons and turned off autopilot balloons were at 9 O'clock position to left wing.[suggestion] Require balloons traveling into controlled airspace to be equipped with transponders.




Synopsis: CRJ-200 Captain reported an NMAC with a cluster of balloons at FL180 on descent into PHL.
Date: 201502
Local time of day: 1801-2400
Location: C90.TRACON, IL
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON C90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Instructor; Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: During training the lead aircraft was assigned to 15;000 Feet and was in hand off status to ZAU. The SID restricts the aircraft to 250 Kts; a restriction lifted by the Center. The trailing aircraft was filed for 12;000 Feet and was tower enroute to MKE. No speed restriction is assigned to tower enroute aircraft. The trainee put a 3 mile J-ring on the lead aircraft and the trailing aircraft was 4 miles behind. He then assigned normal speed to the trailing aircraft. I immediately queried him on this; citing that this was not positive control and was creating a situation that we had to watch. The trainee did not take action. I waited for him to make a decision (my error).  Once we did the aircraft was 2.7 miles and 900 feet.Take action sooner.




Synopsis: C90 instructor observes a speed related issue with two aircraft; the second on faster than the first. He advises the Developmental; but waits too long for the Developmental to do anything and has a loss of separation.
Date: 201911
Local time of day: 0601-1200
Location: LGA.Airport, NY
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach; Initial Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Procedure
Primary problem: Ambiguous

Narrative: The leg to LGA with me; the First Officer (FO); as the Pilot Flying (PF). The approach in use was the Expressway Visual to 31. The Captain and I covered all applicable arrival/approach items focusing on the execution of the visual approach as this was my first time flying it and the Captain was also fairly unfamiliar. The game plan was to configure with gear and flaps 30 by DIALS and then focus on finding visual references and meeting the descent plan per the company pages in order to reduce our descent rate to meet stable approach criteria. With those items met we would configure to flaps 45 once landing was assured due to the significant heading change at low altitude to turn to final. Once we started the descent after DIALS it appeared that we met the initial descent check point; but then began descending below planned altitudes. Recognizing that; I shallowed my descent and focused on controlling airspeed while also keeping the final turn stadium reference and runway insight. During this time we configured to flaps 45 at approximately 500' and then completed the landing checklist at approximately 400'. During this phase I found that banking left for corrections left/turning to final I was unable to see the runway as the bank put the runway above the windscreen.I informed the Captain of this and to call my turns and roll out until I told him I could maintain visual with the runway. Also during this time we had multiple calls from tower for us to 'continue' and then finally clearance to land. Causal factors include lack of familiarity with the visual approach; a game plan to fully configure late during a high task period of the approach; and a high task load driven by; a need to vary descent rate; visual reference reliance at low altitude in close proximity to the runway driving a low angle view out the nose and side of the aircraft; close proximity to buildings; and a nonstandard/large low altitude turn to final. Suggest including briefings and simulator practice of this and other known similar approaches during initial and recurrent training. For future execution of this approach I would fully configure post DIALS; but prior to 1;000' AGL for stable approach compliance and reduced task load.




Synopsis: First Officer reported losing sight of the runway during the left turn to final while flying the Expressway Visual 31 approach to LaGuardia airport.
Date: 202201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic System Pump
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
Human factors: Training / Qualification; Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Inbound aircraft had Green SYS LO PR event on ECAM (Electronic Centralized Aircraft Monitor) on arrival. Inbound Captain told me the Green SYS HYD pressure went to zero. There were multiple previous discrepancies for green sys lo pressure and other green sys discrepancies. MX (Maintenance) took the aircraft and [Maintenance Control] told me parts were on the way from ZZZ to fix the problem. Shortly after; I was informed that the aircraft had been returned to service with MEL 29-12-F ECAM Warnings and Cautions for Eng Pump LO PRESS. I called [Maintenance Control] and inquired about the MEL. He told me that ZZZ1 MX did not like working on Airbus A/C and put the MEL on before consulting [Maintenance Control]. With many previous discrepancies; I did not feel that the MEL was appropriate for the current status of the aircraft. The aircraft was in a MX base.There seemed to be a lack of communication between the ZZZ1 MX base and [Maintenance Control].Better communication among all that were involved would have had a better potential outcome.




Synopsis: Captain reported concerns when an aircraft with multiple repeat write ups of the Green Hydraulic system were not repaired at a maintenance base. Instead; maintenance elected to defer the green system hydraulic pumps.
Date: 202105
Local time of day: 1201-1800
Location: DCA.Airport, DC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower DCA
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was working Local Control. Ground Control was open as well. Ground Control taxied Aircraft Y to Runway 1. Around the same time; I cleared Aircraft X for takeoff.Aircraft X was rolling through the intersection of Runway 4/22 when Ground Control keyed up yelling 'Stop! Stop! Aircraft Y; stop!' I looked down the runway and saw Aircraft Y crossing the hold short line of Taxiway Mike and taxiing onto Runway 1.I keyed up to cancel Aircraft X's takeoff clearance but realized they were past V1 and would not be able to stop so I un-keyed after saying the callsign only.Aircraft X departed without incident. Aircraft Y was instructed to make a right turn on Runway 1 and exit at Taxiway Golf.I believe the pilot was not paying adequate attention when he taxied out and didn't realize he was impeding on Runway 1.




Synopsis: DCA Tower Controller reported a runway incursion between two air carriers.
Date: 201504
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger; Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During  climbout passing approximately 28;000; both pilots noticed a hot electrical burning smell which was simultaneously noticed by the flight attendants and passengers in the back of the aircraft.  Flight attendants called us immediately but did not know the source of the fumes although they later indicated fumes where strongest from row 23 forward.We immediately leveled off and initiated the Smoke and Fumes QRH procedure.  Within just a couple of minutes of initiating the checklist; the fumes noticeably dissipated.  The decision was made to return. Approach and Landing were uneventful and there were no crew or passenger injuries or ill effects reported from the fumes. Upon clearing the runway; Airport Rescue and Firefighting (ARFF) inspected the exterior of the aircraft with no hotspots or other problems noted.  Aircraft taxied to gate with ARFF escort without further incident.


Second narrative: Climbing though approximately 28;000 feet; we detected a strong burning smell. Almost immediately; the flight attendants called us indicating they and the passengers were  smelling a burning smell in the cabin as well. We initiated QRH procedures and the burning smell dissipated fairly quickly.Upon landing; Airport Rescue and Firefighting (ARFF) circled around the aircraft and reported to us they were not detecting any smoke or hotspots that would prevent us from a normal taxi to our assigned gate. After deplaning all passengers; we were met by maintenance personnel and we briefed them on what took place with our flight. No crew members or passengers were injured.


Synopsis: An MD80 series flight crew and cabin detect strong electrical fumes while passing FL280 during climb. The QRH procedures are complied with; greatly reducing the fumes and the flight returns to the departure airport.
Date: 201712
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Citation V/Ultra/Encore (C560)
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon landing brake on right main locked up. We lost control and skidded to a stop on the runway. Everyone was ok and we had the passengers meet their vehicle. Next we called company and had the mechanics come and change the tire. Next we taxied the airplane off the runway and secured it in the hangar. The runway was shut down for 30 minutes while this was happening. Tower was aware of the situation when we were deplaning on the runway.




Synopsis: CE-560 First Officer reported a loss of aircraft control on landing due to a locked brake.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Second aircraft: B747-400
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Maintenance
When detected: Other During Maintenance
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Human Factors; Incorrect / Not Installed / Unavailable Part
Primary problem: Human Factors

Narrative: We Cannibalized [Robbed] a GFI relay from Aircraft X; a B747-400; for Aircraft Y; another B747 without any trouble. After I had removed the relay from Aircraft X; my Lead told me to install the unserviceable relay from Aircraft Y into Aircraft X so that they could defuel the plane. We recently updated to the GFI System to comply with an Airworthiness Directive (AD) that is due August 2015. I voiced my thoughts which were that we shouldn't install an unserviceable part of any kind into the system to which my Supervisor said to just do it so they can defuel the plane. After I refused to install it; it was tasked to someone else who installed it and then the maintenance went undocumented; and they preceded to defuel the tank. It has since been removed and sent out for repair and still went undocumented that it was ever installed on Aircraft X.This is a massive safety risk due to the GFI system is meant to disrupt power to the fuel pump in the case of a load imbalance; lost [electrical] phase; etc that could possibly cause for an ignition source inside the fuel pump; within the tank. My Lead claims its ok to do this because the plane is on the ground.




Synopsis: An Aircraft Maintenance Technician reported about a potential safety risk and improper maintenance documentation practices after his Lead and Supervisor directed him to install a faulted and unserviceable GFI Relay into a B747-400 aircraft that needed to be defueled for maintenance. GFI was part of an airworthiness directive to disrupt electrical power to fuel pumps in a fuel tank.
Date: 201410
Local time of day: 0001-0600
Location: HCF.TRACON, HI
Aircraft: Globemaster (C-17)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E HCF; Special Use W-188
ATC / advisory: TRACON HCF
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Government
Reporter function: Traffic Management
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Other / Unknown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: A C17; inbound to HNL from the north.  Controller at sector 2/6/8 noticed a target at FL350 more than 200 nm south in warning area W-188/RAINBOW.  W-188/RAINBOW extends to the northern boundary of HCF.  The controller called PMRF [Pacific Missile Range Facility] to inquire about the target.  PMRF said it was a UAV.  The controller then asked the FLM if W-188/RAINBOW was active because it was not reflected on the SIA board.  The FLM asked me and I said that is was not active.  He told me about the UAV.  I double-checked the special-use airspace binder and realized that the airspace was scheduled to be in use from XXXA30-XYXB00 [12 HOUR SPAN]; SFC to UNLIMITED.  I immediately called PMRF and told them about the mistake and got a point-out for the aircraft for the rest of him transition through W-188/RAINBOW.  Contributing factors:  PMRF had faxed us at least 3-4 changes to their weekly schedule during the current week due to mission/airspace changes.  I failed to notice that RAINBOW was listed on the FAX and did not post it accordingly on the SIA board. Being as we only have two Traffic Management Coordinator (TMC)'s here at the facility; I was my own relief from the previous day and believing that I had done all the duties correct the day before;  I didn't check the airspace schedule. Discussed with fellow TMC; Operations Manager (OM) and Front Line Manager (FLM) and I recommended that we highlight RAINBOW on the weekly fax from PMRF to prevent us from making the same mistake again.




Synopsis: HCF TMU Controller reports failing to note the active status of W-188 until queried by another Controller about a target at FL350 in the Warning Area. PMRF is contacted and the target is identified as a UAV. Multiple faxes from PMRF changing the active times resulted in the oversight.
Date: 201807
Local time of day: 1801-2400
Location: MCO.Airport, FL
Weather elements / visibility: Thunderstorm
Light: Night
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Smelled fumes in the cabin that continued to get worse and developed a haze. Passengers began coughing and complaining of eyes burning. I felt lightheaded and nausea.  Captain thought it was exhaust.  After 45 minutes we deplaned.




Synopsis: Flight Attendant reported fumes in cabin prior to pushback.
Date: 201407
Local time of day: 0601-1200
Location: FFZ.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Flight plan: None
Mission: Training
Flight phase: Cruise
Reporter function: Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: No Specific Anomaly Occurred All Types

Narrative: Training flight from Class D airport beneath Class B (PHX). Flew to A39 to practice takeoff and landings. As we were returning over CHD at 2;700 FT MSL we ended up further west than we intended. We were also about 2;700 MSL when Falcon Tower told us that we were about ready to penetrate the floor of the PHX Class B. We did a quick right turn and descended to avoid Class B airspace.




Synopsis: A C172 instructor reported narrowly missing PHX Class B airspace thanks to a warning from FFZ Tower.
Date: 201309
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Aircraft component: INS / IRS / IRU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the taxi out after a normal pushback we noticed a terrain light. We recycled the terrain display and it extinguished. Normal takeoff roll followed until close to V1 when the TOGA V bars receded. We continued the takeoff and after above 4;000 FT we recycled TOGA to no avail. We turned left per the clearance and selected LNAV to go direct to MGM. It initially worked and then froze. We then received flags on the HSI and RDMI. While continuing our climb; remaining VFR and flying with the compass and flight data instruments; we pulled the QRH and looked at the IRS Fail checklist. We elected to return to our departure airport to get it looked at. We entered a left downwind and landed uneventfully. After landing and at the gate; we noticed the IRS was completely black; INOP and unresponsive to any inputs.


Second narrative: No additional information was included in the secondary narrative.


Synopsis: A B737-300 flight crew returned to their departure airport after suffering the failure the IRS.