elihoole/asrs-aviation-reports huggingface dataset:
Date: 201906
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On arrival; the First Officer pointed out that he could smell a dirty sock smell. We continued on approach to a normal landing. After landing; Maintenance was called and written up.




Synopsis: EMB-175 Captain reported a 'dirty socks' smell during approach to destination airport.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge; Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Second reporter function: Flight Attendant In Charge; Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Passenger X when stepping on to the plane refused to be compliant. When boarding I reminded her of the requirement to cover her nose with her face covering. She avoided looking at me and said 'Okay!' with an attitude but didn't comply. I then told Flight Attend B about my telling her and she did asked her to comply as well. She put the mask on after Flight Attendant B told her and she removed her mask after the wheels came up and it remained off while not eating or drinking during ascending phase. She then brought out a large bag of popcorn eating it one by one. When she was done with that she would take mini sips of her drink whenever we would walk by to give the appearance of constantly eating or drinking. Because 'briefly eating' leaves a window that is open for debate and we weren't sure what to do and felt because if she presented an attitude when boarding; it would cause a larger than life scene.  She and her husband whom I've also had to tell about his mask mocked us making faces taking off their masks making faces to the passenger across from them about how they avoided us. Not sure how to approach this.


Second narrative: Passenger X was told 2 times before taxi out to make sure she was wearing her face mask properly; above her nose as she wasn't wearing it right. She put it on briefly but then took it off during taxi and takeoff. She put it on when we were able to get up again. As we were doing trash she had brought out a large bag of popcorn; which she ate one by one throughout the entire flight; keeping her mask off the entire time even though we made other announcements that masks were only to be removed briefly when actively eating or drinks she continued to take advantage of an unclear situation. More direction as to what 'briefly' eating or drinking means and something to be able to show guests what briefly is.


Synopsis: Flight attendants reported two passengers were not compliant with face mask policies.
Date: 201810
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: I had gone on break for about 10 minutes when the flight attendants awoke me. I returned to the flight deck to see the plane in a descent and my windshield shattered. I got into the seat and began coordinating with ATC for the arrival into ZZZZ. The winds were too strong to land on the east runway so we got vectors around the field for landing west using the RNAV approach. Since my windshield was obscured; the copilot landed.


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


Synopsis: B767 flight crew experienced a shattered cockpit window which necessitated a diversion to nearby suitable airport.
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight was climbing out of 34;500 FT on our way up to FL380.  We received an ECAM for a ENG 2 COMPRESSOR VANE.  We complied with company procedures and then pulled out the follow up book when we received a second ECAM.  The second ECAM was ENG 2 STALL.  Again we pulled out the QRH and complied with company procedures while in QRH we received another ECAM for ENG 2 OVER LIMIT.  We shut down ENG 2 and diverted to [a suitable airport] and had a normal landing and taxied into the gate.


Second narrative: On climbout of FL350 to FL380; ENG 2 COMPRESSOR VANE message appeared . The climbout continued while the QRH Checklist was completed. Engine 2 EGT began to rise; but not out of limit. A loud bang and jolt came from what I believed the #2 engine. Engine Stall QRH Checklist was completed while still climbing. Engine 2 Thrust lever was positioned to idle; and EGT still rising. It was clear that an ENG 2 EGT Over Limit shut down QRH Checklist was probable. The consequence of that mandate caused the prioritizing of several needed actions. Still climbing on one engine; airspeed was dropping off. Before I could complete the ENG 2 EGT Over limit shut down QRH Checklist; I needed to stop the climb; and start a descent to a lower altitude . I coordinated this with ATC. Once established in a descent; I transferred control of the aircraft to the First Officer. I began to coordinate all published policies and procedure with flight attendants and Dispatch; to make a precautionary landing. I instructed the First Officer to declare an emergency and begin to navigate to the divert field. All published policies and procedures were followed to land and bring the aircraft to a shutdown at the gate. I have not heard back from anyone as to what the cause was. I believe Maintenance is still examining the engine.


Synopsis: A319 flight crew experience an ECAM for a ENG 2 COMPRESSOR VANE climbing through FL350 followed a few minutes later by an ENG 2 STALL ECAM. QRH procedures are complied with but a third ECAM for ENG 2 OVER LIMIT is received followed quickly by a compressor stall. With EGT rising the engine is shut down and the flight diverts to a suitable airport.
Date: 201406
Local time of day: 0601-1200
Location: A39.Airport, AZ
Light: Daylight
Aircraft: Bonanza 33
Operating under: Part 91
Mission: Training
Flight phase: Final Approach
ATC / advisory: CTAF A39
Second aircraft: PA-44 Seminole/Turbo Seminole
Reporter function: Trainee; Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: My instructor pulled the throttle for a simulated engine failure at 4;500 FT above a local airport. A Seminole was in the pattern in left traffic for Runway 22. I was maneuvering for a high left base for the same runway; thought I was too high and wanted to make a left 360 to lose altitude (turning towards downwind). At the same time the Seminole made a call that he was on left downwind; reported us in sight and asked if we were making high final Runway 22. My instructor didn't respond. A backseater saw the other aircraft and called 'pull up; go-around' when he lost the aircraft under the wing. My instructor called 'throttle forward' and I made a go-around. The backseater called traffic in sight again and vertical distance was about 100 FT. The Seminole didn't report a near miss. They probably didn't see us since we were already behind him. After the touch and go the Seminole vacated the traffic pattern and we tried another simulated engine failure. I suggest there should be no practice forced landings at uncontrolled airports when there are other aircraft in the pattern; unless there is thorough communication between flight crews.




Synopsis: A student pilot and his instructor experienced an NMAC with an aircraft in the traffic pattern of an uncontrolled field while conducting a practice forced landing from high altitude.
Date: 201603
Local time of day: 0601-1200
Location: DFW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E D10
ATC / advisory: TRACON D10
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: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When starting the descent into DFW; I was in the lavatory when ATC changed our arrival from the BRDJE2 arrival to the SEEVR2 arrival. We were instructed to proceed direct SEEVR and join the SEEVR2 arrival. When I came back in the cockpit; my First Officer informed me of the change and we verified it against our charts. Now we were instructed to descend via the SEEVR2. I checked the chart and dialed in the lowest altitude and armed the VNAV. Just as we were coming up to the SEEVR intersection; ATC asked us if we were going to make the crossing restriction and then assigned us to just expedite to 10;000 feet and then slow to 250.We complied with this. Once on with the next controller; we were given a phone number for a possible pilot deviation. When we parked at the gate; my First Officer and I discussed what had happened and discovered that when we changed from the BRDJE2 arrival to the SEEVR2 arrival; the crossing restriction at SEEVR should have changed from between FL 230 and FL200 as listed on the BRDJE2 arrival to between 16;000 and 13;000 as listed on the SEEVR2 arrival. For some reason the FMS did not change this and kept the BRDJE2 crossing restriction of between FL 230 and FL 200; even though the SEEVR2 arrival was now loaded.Both of us failed to notice this discrepancy leading us to be high at the SEEVR intersection. ATC caught this and gave us a descent before we actually closed the fix. After discussing this with my first officer; I called the number and spoke with the supervisor and explained what had happened.


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


Synopsis: Air carrier flight crew did not make a crossing restriction due to a programming change in the FMS.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was the pilot flying. We were at our cruising altitude of 31;000 feet for 30 minutes (on the arrival into ZZZ) and then all of a sudden; I started to feel pressure in my ears and sinus. Then I observed the pressure altitude rising steadily. At that point I informed the Captain who was the pilot monitoring and asked him to please call Center and tell them we need to descend now. We put our masks on and established communication. Apparently; ATC did not fully understand what the Captain asked for; because they cleared us down to FL300. I started a descent and as we approached 30;000 feet; I saw no change in the rising cabin altitude and now we got a cabin altitude warning; so I blew right through 30;000 feet and asked the Captain to urgently tell ATC that we need lower now. At that point I put the seat belt sign on and made a PA to the passengers asking that they be seated immediately with their seat belts on; because we are descending. When they finally cleared us down to 10;000 ft we were about to pass through 28;000 feet and upon receiving the clearance to 10;000 feet I increased our rate of descent to as much at 5;000 FPM. We arrived at 10;000 feet at and continued our flight to ZZZ.We should have been more forceful with ATC with regards to our needing an immediate descent.Maybe scenario based training with regards to how to handle gradual loss of pressurization; such as using the manual override to adjust the outflow valve; to see if that fixes the problem. And if that doesn't work; then perform an emergency descent.




Synopsis: EMB-145 First Officer reported a loss of pressurization during cruise and having to descend to alleviate the problem.
Date: 201304
Local time of day: 1801-2400
Location: PHL.TRACON, PA
Flight conditions: IMC
Weather elements / visibility: 0.75
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON PHL
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather; Procedure
Primary problem: Human Factors

Narrative: We were attempting to land on 27R at PHL; but there was a wall of thunderstorms that paralleled the course and we couldn't find a safe place to turn in for the intercept to final. We were in continuous moderate at 6;000 FT and continually told the Controller we were unable to make the turns they requested. The Controller became almost argumentative and asked if we were going to go 40 miles before we turned; I responded we could not safely make a turn toward final and would not risk it. The Controller then told us to continue and that he/she would tell us when we could turn. Several miles later; we informed the Controller that we could accept a turn toward final and it was apparent to both of us that the Controller was making a point by making us continue out away from the airport. Another carrier was behind us would not accept a turn and the Controller asked them if they were going to be like the other guy and fly 40 miles away. At that altitude; we were monitoring fuel very closely and we were getting concerned that if we didn't get headed back toward the airport soon that we would only have one chance at landing before we had to divert to our alternate. I never had a Controller try to bully me into doing something I felt was unsafe before; normally they are very helpful and are very conservative with weather vectors.




Synopsis: Air Carrier Captain inbound to PHL voiced concern regarding ATC handling around weather.
Date: 201605
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: A321
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: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at FL350; received an ENG 2 FADEC Alternator ECAM message. This was quickly followed by a rollback of engine number 2 and subsequent ENG 2 FAIL message. Determined nearest suitable airport. Ran ECAM and contacted dispatch/[maintenance] on Commercial Radio frequency. Attempted restart of engine number 2 to no avail. Ran appropriate checklists and notified cabin crew of our intentions. [Advised ATC] and landed.




Synopsis: During cruise in an A321 aircraft the #2 Engine failed. After an unsuccessful attempt to restart the #2 engine the flight crew landed at nearest suitable airport.
Date: 201210
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
ATC / advisory: Ground ZZZ
Aircraft component: Turbine Engine Thrust Reverser
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter FOD
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal flight; touched down at Target speed (V REF + 5) on the aim point and deployed thrust reversers to full reverse. At 80-60 KTS reversers were returned to idle; and clearing the runway reversers were stowed. Proceeding down Taxiway P; EICAS message: 'idle disagree' was observed and the right reverser indicated unlocked (amber REV). There was no indication of asymmetric thrust. Captain cycled right reverser lever and re-stowed. EICAS message and unlocked indication disappeared. Upon block-in Mechanic called on the intercom and asked if there had been a problem with the right reverser. Captain related above information; and Mechanic responded that there was a piece of metal sticking out of the engine. Logbook entry made with Mechanics comments added. Upon exiting aircraft; right engine was observed to have a substantial piece of metal; approximately 10 inches X 18 inches protruding from bottom of cowling. There was no visible evidence of FOD damage to the fan blades or fan duct.




Synopsis: After landing; the B767-300 EICAS alerted IDLE DISAGREE and the REV light illuminated. The Captain cycled the reverse making the lights extinguish; but at the gate a Mechanic observed a piece of metal protruding from the engine cowling bottom.
Date: 201910
Local time of day: 0601-1200
Location: BZN.Airport, MT
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Indicating and Warning - Lighting Systems
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part; Procedure
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Acted as the SIC (Second in Command) on a flight. I conducted the initial exterior and interior preflight. As part of the checklist; I accomplished the rotary test. The last item was a bulb test for instrument panel lights. During this test I did notice that the lights in all of the four of the Flight Control Shutoff Switches did illuminate. During the post flight it was determined that while all four buttons did illuminate; not all of the bulbs illuminated. While troubleshooting the system it was determined that the PCU monitoring card was not installed in the aircraft. We only accomplish this test on the first flight of every day; and none of my other crew members mentioned any anomalies. While this is only a bulb test in the future; I must be much more diligent to each and every light bulb. The fact that all four buttons did light up; my mind saw no anomalies. Had I noticed an anomaly I would have written it up for maintenance action.I never had any intention of taking off in an aircraft with any outstanding maintenance issue. This was an oversight on my part. There was no EICAS message or any other indication that there was a problem; and twice in the checklist we confirm that there are no lights on in these switches. In the future I will be much more diligent in the normal preflight activities.




Synopsis: CE750 First Officer reported that during the postflight; some bulbs were not properly illuminated per the requirements of the Bulb Test.