elihoole/asrs-aviation-reports huggingface dataset:
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: Flight progressed without incident and as normal. At 150-200ft on a visual approach into ZZZ on [Runway] XXR; I heard a loud bang and saw out of my lower left hand field of view a black blur go by. When I opened up my eyes from being startled; I saw my window shield had cracked across the entire window. I told my First Officer that my window had just cracked and to continue with the landing. Since I saw a black blur I thought it was a bird; I told ATC that we had hit a bird and got a cracked windshield. They asked if we needed to roll the trucks; I said negative because we were so close to landing. I donned my O2 mask to protect my eyes and face. The First Officer landed the aircraft without further incident. I then took controls; taxied off the runway and into the gate without further incident.On recollection of the events that transpired and the facts now known after the fact that everything has happened; the only possibility I can rule out is a bird strike. After we parked and shut down the aircraft I went outside to inspect the aircraft and did not see evidence of a bird strike. No blood; guts or feathers. As per drone strike; it is also hard to say; because I did see a black blur go by my window at the time. Now I cannot say for certain if that black blur was for sure a drone or my eyes/mind reacting to the loud bang that was associated with the window cracking. However on post flight and talking with my First Officer; she did clam to see a black blur as well.




Synopsis: CRJ-900 Captain reported damage to aircraft window after an encounter with an object. The Captain reported object was possibly UAV; definitely not a bird.
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Takeoff / Launch
Aircraft component: Navigation Database
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Other Post Flight
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I operated two flights without realizing our RNAV database was expired. I did not realize until we were contacted by Dispatch; post-flight going on to our 3rd leg; and told to MEL the navigation unit. We were told to call Dispatch who told us that the database was expired; fleet wide in the DH8 fleet. Maintenance missed the navigation database update and the flight crew failed to verify it. Also; with only having 1 RNAV unit in the aircraft and it being located right next to the Captain; First Officers usually feel left out of the loop. Since it is next to the Captain they are nearly always initializing it; programming it; etc. I never even had a chance to see the expired database during the initialization process because the Captain had already set up the unit while I was performing my preflight inspection duties. The navigation unit was MEL'd and we conducted the return flight without RNAV capability. Dispatch and/or Maintenance should have some type of alert that the RNAV database has expired. In fact; the alert should occur a day or two before the database will actually expire.




Synopsis: The pilot of a DHC 8-100 was advised that the fleet's navigation database expiration date had gone unnoticed and they were required to defer the system per the Minimum Equipment List procedures.
Date: 201909
Local time of day: 0001-0600
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We were at FL340 on the ANJLL4 arrival to LAX. Approaching SHTNR we encountered wake turbulence from a preceding aircraft. The aircraft rolled approximately 30 degrees to the left. About 5 seconds later; we were rolled approximately 40 degrees to the right. Aircraft AP disengaged. We recovered and turned 20 degrees right to avoid additional turbulence. We lost approximately 500 feet of altitude.  LA Center then cleared us to offset 3 nm and to descend to FL320. We were assigned .76 Mach at the time of event. Later we were told to descend via ANJLL 4 except maintain 260 on the arrival. Later ATC asked what our airspeed was; we were doing .76 until the descent. We now think ATC wanted us to slow earlier and then descend at 260 Kts.


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


Synopsis: B737NG flight crew reported encountering wake turbulence at FL340 on arrival into LAX that resulted in 30-40 degree bank left and right and a 500 feet loss of altitude.
Date: 202201
Local time of day: 1201-1800
Location: CUVOT, ME
Flight conditions: IMC
Aircraft: Embraer Undifferentiated or Other Model
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Ambiguous

Narrative: We were given radar vector to intercept ILS 33; just out side of CUVOT to maintain 2;500; suddenly got pull up terrain; IMC at the time we executed go-around.




Synopsis: Air carrier Captain reported receiving a terrain warning while in IMC on vectors to the approach and executing a go-around.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
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)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Smelled a dirty sock smell when boarding and during taxi. There was a sports team on board and we thought maybe they had just come from a game and had taken their shoes off and that was what we smelled. The A Flight Attendant said he wasn't feeling good during the flight. The next day he was taken to the ER and has been in the hospital ever since.




Synopsis: A321 Flight Attendant reported smelling dirty socks when boarding. During the flight one flight attendant began to feel ill and went to the hospital the next day.
Date: 201603
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZAN
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: While on the ground in ZZZ (ZZZ-ZZZ1) we requested a clearance which was the ZZZZZ1.ZZZZZ to ZZZ1. We received our clearance as requested.  We also loaded the FMC with the entire route to ZZZ1 due to the short flight based on our winds out of ZZZ and into ZZZ1; which consisted of the RNAV (RNP) M Runway 29 via the ZZZZZ transition. The entire flight from takeoff to landing was briefed after clearance was received. On departure out of ZZZ we contacted Center. Upon radar contact; Center advised us to contact them on [a separate frequency]  upon level off which we did.  Upon contact; Center asked us which approach we were requesting into ZZZ1.  We stated the RNAV (RNP) M Runway 29 via the ZZZZZ transition.  Shortly thereafter; Center came back and cleared us the RNAV (RNP) M Runway 11. When Center gave us this clearance; we both looked at each other and said; 'wait that's not what we requested'.  We then told Center that we had requested the RNAV M Runway 29. I do not remember what happen after that other than we thought [Center] then cleared us for the Runway 29 approach or said ROGER to our response.  We executed the RNAV (RNP) M Runway 29 with no incident to a normal landing.  At no time did we have Runway 11 in the FMC or request 11 due to weather conditions. At departure time in ZZZ; the winds favored Runway 29 into ZZZ1.


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


Synopsis: An aircrew reported needing to clarify their routing with ATC. No deviations occurred.
Date: 201205
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Caravan 208B
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fuel Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Time Pressure; Situational Awareness; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In Class Bravo near my destination; engine control gauges indicated a potential fuel control failure and loss of engine imminent. Executed emergency checklist and declared emergency. Due to workload with autopilot was DMI'ed; declared emergency. Upon attempting to squawk 7700; dialed in wrong number (I think 1340) but was task saturated with the emergency. [I] executed emergency landing; direct to numbers able to land with no further incident and shut down upon clearing runway without engine failure. Shut down upon clearing the runway.




Synopsis: A C208B pilot identified a potential fuel control failure and; fearing an engine failure; declared an emergency about fifteen miles from his destination. A normal approach and landing were accomplished.
Date: 201305
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower EWR
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing; when trying to make a right turn on Taxiway Alpha; we received a 'WHEEL N/W STRG FAULT' ECAM. Following the QRH checklist for the ECAM was no help. We had no nosewheel steering. We advised ATC; Airport Operations; Dispatch and Maintenance Control that we needed a tow-in to the gate. A supertug arrived within 10 minutes and we were towed uneventfully to our gate. The flight attendants and passengers were made fully aware of the situation and that there was no danger.




Synopsis: An A319 had to be towed to the gate after suffering the loss of nose wheel steering.
Date: 202001
Local time of day: 1201-1800
Location: OOMM.ARTCC, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center OOMM
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness
Anomaly: Airspace Violation All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Exited Penetrated Airspace
Contributing factors: Procedure; Company Policy; Airspace Structure
Primary problem: Ambiguous

Narrative: Initial check in with Muscat Control prior to LOTAV. Received radar contact shortly thereafter. Prior to fix GOLNI we were questioned as to our routing.  I read back the filed flight plan route that we were following. The same route that was on the release. Which was also verified prior to departure ZZZZ. Muscat stated this was an illegal route and was very dangerous. He then issued a complete new routing. LOTAV M300 […] EMURU P570 ITURA M762 VAXAS direct ZZZZZ. As we were approaching VELOD on M762; we were asked if we were authorized to operate in the airspace. He then offered a radar vector. Unsure of whether we had authorization I took the offer for a radar vector that kept us over land. After handoff with UAE control the rest of flight was uneventful. In regards to the heightened tensions in the area and new FAA requirements; this was very troubling. This is a very sensitive area and needs to be looked at with much greater scrutiny. This needs to be resolved quickly. Before anything worse than a scolding occurs.




Synopsis: Air Carrier Captain reported change of routing when OOMM ATC informed them that the filed route was not permitted and dangerous.
Date: 201603
Local time of day: 0601-1200
Location: A90.TRACON, NH
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 135
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E A90
ATC / advisory: TRACON A90
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation 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 Advisory / Alert
Contributing factors: Procedure; Manuals; Airspace Structure
Primary problem: Procedure

Narrative: Aircraft X departed IFR; into low IMC weather. The clearance issued was heading 090 and climb to 3000 feet while Aircraft X was on the ground. Aircraft X departed and elected to fly the Obstacle Departure Procedure (ODP). The controller radar identified the aircraft; then prior to Aircraft X finishing the ODP and while still below the Minimum Vectoring Altitude radar vectored the aircraft off the ODP. I was working at the time and told the controller that he can't do that. He had no idea what I was talking about.First; the ODP needs to be available in the IDS (Flight Data Display System). It isn't. Controllers need to be trained on ODP's and what they are for. The unwritten policy is to assign departures enter controlled airspace 090 heading on departure. Given the ambiguity of the instruction and how it conflicts with the ODP; this is an unsafe practice. A better policy would be to use a first fix to navigate to. There are plenty of RNAV fixes around; several would be appropriate to use. What makes matters worse is the airport pilots association held a meeting about this exact problem last year. The facility manager spoke at the meeting. He straight lied to the group of pilots about how it is being handled at the TRACON.




Synopsis: A90 TRACON Controller reported that IFR departures were being issued vectors below the minimum vectoring altitude.
Date: 201401
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation I/SP (C501)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise flight at FL430 I had a cabin pressurization failure resulting in a cabin climb rate of 7;000 FT/minute. I declared an emergency with Center and initiated a rapid descent. We put on our oxygen masks and notified ATC as to what was happening and received clearance to 17;000 FT. As we descended into the upper 20;000 FT range the cabin pressurization system resumed normal operation and started descending the cabin at a normal rate. Once the cabin dropped below 10;000 FT we discontinued use of oxygen and leveled at FL190 with ATC concurrence. All cabin pressurization systems had return to normal operation with a selected cabin altitude or 9;000 FT. I then requested and received ATC clearance for a return to the departure airport. The reasoning behind going back was the weather below us was not great with strong winds and rain and the departure airport weather was 6;500 overcast 8 mile visibility and 4 knot winds. As the aircraft was operating normally at that time and there were no other conflicts we returned at FL190; which kept us clear of the clouds and weather and the return flight was uneventful.




Synopsis: CE501 Captain reports a rapid loss of cabin pressurization at FL430. An emergency is declared and descent initiated until the upper twenty flight levels; when cabin pressurization returns to normal. The Captain elects to return to the departure airport at FL190 uneventfully.
Date: 201809
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other N/A
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: I completed 787 Captain IOE (Initial Operating Experience) [recently]. My first scheduled flight is not until [18 days later]. Despite my efforts to pick up a trip earlier; I have been unsuccessful. I reached out to [scheduling] for a 'proficiency' trip but was told only to contact the [training] desk if consolidation was in doubt. Consolidation isn't the issue. I don't believe it is in the best interest of safety to have an 18 day break following IOE and prior to first solo.




Synopsis: Boeing 787 Captain reported concern about being unable to schedule a trip until several weeks after initial training.