elihoole/asrs-aviation-reports huggingface dataset:
Date: 202004
Local time of day: 1201-1800
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
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: I experienced an immediate burning sensation in my eyes/nose/throat/lungs and an immediate headache upon entering the aircraft to perform my safety checks. There was a strong residual odor from the cleaning product; which is being overused by both fleet and flight attendants in response to COVID. I experienced these symptoms on my ZZZ1 flight. After flying to/from ZZZ1; I continued to experience the acute burning sensation in my eyes/nose/throat/lungs and headache on my drive home. I found the safety data sheet on this product which states 'May cause irritation or damage to the eyes' and 'May cause chronic nasal passage; throat; or lung irritation if breathed over a prolonged period of time in the form of mist.' It also states on the bottle 'hazardous to humans and domestic animals.' Several flight attendants in ZZZ are getting very sick from this cleaning product which is being left onboard for flight attendant use. This is inappropriate and unacceptable and must be removed from the aircraft immediately. Perhaps the Sani-Com Wipes or similar wipes can be provided for the flight crew.  Please see attached Irregularity Report. Remove X product from the aircraft for flight attendant use and replace with Sani-Com wipes or similar wipes.




Synopsis: Flight Attendant reported an immediate burning sensation in eyes/nose/throat/lungs and an immediate headache; from the cleaning products used to combat COVID-19.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Sky clear; 7
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I got a clearance to land Runway 31. After landing I tried to slow down [the] aircraft by [applying] full back pressure. And I got instruction from Tower 'turn B taxi via A to ramp.' I thought aircraft was fast so [I] applied brakes. Then [the] aircraft [skidded a] little bit. So I applied full brakes. Aircraft stopped but crashed [on a] taxiway edge light with right main tire. Tower asked me 'Did you hit something.' I told Tower 'I hit the taxiway edge light with tire' he asked me 'ok is there any damage on aircraft' then I said 'no damage on aircraft just edge light broken.' Tower said 'taxi via A to ramp.' So I taxied to ramp.




Synopsis: C152 student pilot reported loss of control after landing due to excessive braking resulting in a runway excursion and hitting a taxiway light.
Date: 201604
Local time of day: 1201-1800
Location: GYR.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZAB
ATC / advisory: TRACON P50
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Instructor
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: ATC advised us to climb to our cruising Altitude of 9;500 feet; our position at the time of issue was 5;700 feet overhead Pleasant Valley; which is a Glider field. At that time I had my climb initiated and we were flying at 120 KIAS at a continuous climb rate. As I was selecting my course selector to the next course as it is necessary in the flight school procedures; I concentrate my focus shortly on this task. Suddenly our backseater calls out traffic; so I looked up and luckily immediately saw [Aircraft Y] about 200 feet above us heading direct towards our [aircraft]; from the right to the left. Our Heading was Northerly towards Lake Pleasant. I initially took the decision to lower the nose to 10-15 degree nose down to avoid the traffic which wasn't indicated on our TCAD. After that near miss the incident was reported to Phoenix Approach and we continued our mission towards. At the closest point we had a spacing of about 200 feet.Be equipped with a Transponder to prevent such incidents. Even with scanning the sky it is sometimes pretty hard to see them.


Second narrative: Climbing out over Pleasant Valley northbound during a cross country flight at 5;800 feet and climbing; the backseater spotted an aircraft at 2 o'clock high on a collision course. We immediately stopped the climb and started a slight descend to avoid a collision. The other aircraft crossed overhead us by 200 feet and judging by his lack of reaction never saw us. We were able to identify the other aircraft as being a [type with no transponder]; which would explain the lack of any warning on the TCAD.


Synopsis: An aircraft climbing out of 5;800 feet northwest of PHX; had a near miss with a non transponder equipped aircraft near the Pleasant Valley glider port.
Date: 202109
Local time of day: 0601-1200
Location: MIA.Airport, FL
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class B MIA
Aircraft component: ILS/VOR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Human-Machine Interface
Anomaly: ATC Issue All Types; Ground Event / Encounter Ground Equipment Issue
When detected: In-flight
Result: Flight Crew Overrode Automation
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport; Procedure
Primary problem: Procedure

Narrative: While on approach to Runway 30 and flying the ILS 30 approach the aircraft automation intercepted the glide slope from below after a momentary fluctuation from the glide slope signal. For a split second the glide slope indicator fluctuated from full up to full down about 15 miles away from the airport. At that moment the aircraft automation captured the glide slope from below and the aircraft started an abrupt pitch up attitude. To fly the glide path and at that moment I disconnected the autopilot and continued the approach manually (there was no deviation from ATC instructions). The glide slope indicator did that a second time right before landing again along with the flight director. It took us a bit to understand why that happened; but here is my theory.When landing west in Miami; the airport uses Runway 30 for landing and 27 for takeoff (intersecting runways). Every time an aircraft was cleared to take off Runway 27 the moment that aircraft passed adjacent to the glide slope antenna there was a fluctuation with the glide slope indicator in the aircraft; and with the flight director since they were coupled. We flew this approach many times and on different aircraft since then and every time the same thing happens. When an aircraft is cleared for takeoff from Runway 27 and passes the glide slope antenna we received a fluctuation (full pitch up and down from the flight director and glide slope signal). My recommendation would be for the FAA to investigate and see if this is true. Also for the time being I would recommend the airport uses the RNAV approach to Runway 30; or publish an amendment to the approach to not allow an autopilot coupled approach. Thankfully we caught this situation early when we got the abrupt pitch up attitude of the autopilot following the flight director and glide slope signal; but it can easily turn into an unusual attitude situation if caught off guard.




Synopsis: Air carrier pilot reported experiencing a malfunctioning glide slope signal during approach to MIA.  The pilot disengaged the autopilot and landed uneventfully.
Date: 201711
Local time of day: 0001-0600
Location: MEM.Airport, TN
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
ATC / advisory: Tower MEM
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While performing a last minute runway change; out of the blocks; resolving a discontinuity; I saw a potential source for a routing error. Two of the waypoints are spelled very similarly. They are: PRYMD; which is part of the DUCKS 4RNAV SID; and the other waypoint is PYRMD; which [is] an enroute waypoint used in our departure clearance. These two waypoints are somewhat close to each other; when resolving a discontinuity on the FMS. We brought up this in our HF (human factors) briefing; and my crew agreed with reporting this potential departure/routing conflict to light. The cause of this event is difficult to pinpoint; since the pronunciation and spelling are different for those two waypoints. This oversight was caught by following company procedures which calls for slowing down when faced by a disruption; and pay attention to details. Enroute ATC planners were not aware of the waypoint similarities to the MEM SID waypoint in question; ie. PYRMD vs PRYMD.Immediately rename one of the two waypoints in question. In the future; more coordination between authorities to avoid future conflicts; especially during these new times of more FMS direct routing clearance procedures.




Synopsis: Air carrier Captain reported noticing a potential for a navigation error involving two fixes with similar spelling - PRYMD and PYRMD - while preparing for departure from MEM.
Date: 202201
Local time of day: 1201-1800
Location: D10.TRACON, TX
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class B DFW
ATC / advisory: TRACON D10
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Cockpit GPS equipment did not link properly causing a slight deviation from course. Problem was corrected with no further problems.




Synopsis: Light aircraft Pilot reported a small course deviation related to a momentary GPS issue.
Date: 202005
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Small Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I had just got a relief briefing shortly before the event. I was cleaning the equipment immediately after assuming the position. I would normally be scanning; but my attention was diverted to cleaning the equipment.  Aircraft X was already climbing to FL350  and Aircraft Y was level at FL280 both on route. Most aircraft are climbing extremely well right now with the coronavirus traffic being low. I did not see during the briefing the possible conflict based on climb rate of Aircraft X and Aircraft Y. However; after conflict alert triggered I immediately turned Aircraft X 30 degrees left and expedited his climb. I then called a traffic alert to Aircraft X and told him to expedite again.I then called traffic to Aircraft Y. Then Aircraft Y said he had the traffic in sight. After regaining standard separation I cleared Aircraft X back on course. No other issues noted.I should have done a better job scanning during the relief briefing. I normally would have and should have this time also turned Aircraft Y 30 degrees away [from] Aircraft X. For some reason (probably the change in environment of traffic) my instincts didn't turn both aircraft which would have probably kept separation or been very very close to it. I should have done a couple scans before cleaning the equipment or switching aircraft to the next frequency which took my eyes off a possible conflict.




Synopsis: Center Controller reported a loss of separation event due to being distracted while cleaning equipment.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Corporate
Operating under: Other 61
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Workload; Troubleshooting; Training / Qualification; Situational Awareness
Second reporter function: Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: Upon initial approach; I stated I have the airplane' and asked the other pilot to copy ATIS...at this time I attempted to reduce power (power was set at 24 inches of manifold pressure) and realized that the throttle cable had broken...I tried the throttle several times with no favorable response. At this time I notified tower of the problem and they stated they would [give me priority] and then cleared me for straight in to runway 35 and gave me wind directions & speed. I set up for the landing and used all flaps; gear down and pitch attitude to reduce speed....managed to get the wheels down on runway but then began to float before I could raise the flaps...we continued to float to the end of the runway and I tried to put the plane down in the runoff area...but we were still too fast...at this time I noticed that we had partial power and was able to raise the nose enough to clear obstructions. I was able to maintain enough altitude to clear obstructions until we were able to bring the aircraft around and back to the airport...I notified tower that we were still flying and they cleared us to straight in runway 35...on this approach I used full flaps; gear down and pitch to reduce speed but upon touchdown I shut down the engine; dropped all flaps and we coasted off the runway (35) at taxiway delta (D) and secured aircraft.


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


Synopsis: A PA-28R-180 throttle cable became disconnected from the engine during descent for landing. The initial approach resulted in a low go-around but the instructor employed landing gear; flaps and pitch to touchdown; brake; then shut the engine down for a successful landing.
Date: 201705
Local time of day: 1201-1800
Location: DCA.Airport, DC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On arrival into DCA on the CAPSS2 the FMS was showing us between the MOEJO and JILES at 6000 ft as ATC had assigned us 6000 ft. We received multiple FMS messages including 'VOR-GPS disagree;' 'FMS DR;' messages and a TERRAIN NOT AVAIL Status Message and after looking outside we realized we were not in the place our FMS position was telling us as we were closer to DCA airport than our FMS was showing. We concluded we had a GPS issue or FMS issue and we immediately informed ATC of the malfunction and requested vectors for the rest of the arrival into DCA. ATC never questioned our location and no separation issues occurred.


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


Synopsis: CRJ-200 flight crew reported a track deviation occurred when they experienced an apparent GPS malfunction.
Date: 202103
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on a dual IFR time building cross-country flight from ZZZ to ZZZ1. After receiving take-off clearance on Runway XXR. On the ground roll; the engine indicated were all green; after rotation; during the climb at 100 ft.; there was a significant drop in RPM for 2 seconds then the engine went back to normal. I looked down to check for the carb heat was off; mixture full rich; fuel selector on the left tank; the fuel pump was on; verified everything. Then; the engine RPM dropped again. So; I decided to land with the remaining runway; power to idle; glide down to the runway. I [advised ATC]; landed safely with the remaining runway; and taxied back to the ramp. After post-flight inspection; we squawked the airplane.




Synopsis: Pilot flying PA-28 aircraft reported the engine RPM dropped significantly immediately after takeoff. Pilot reduced power to idle and landed straight ahead on the same runway.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Had light chop leveling at FL400 requested descent to FL380. Upon leveling at FL380 with autothrottles on; I noticed #1 thrust lever in different position than #2. Engine was not responding to thrust lever movement. I then disengaged autothrottles and moved lever manually. #1 engine remained about 55% for brief time then started to rollback. We requested descent to 200 as engine was slowly rolling back. We ran the Engine Limit Stall or Surge Checklist. We got a Eng Fail light on descent and then started running Engine Failure Checklist. Within 30-60 seconds EGT N1/ N2 began to rise. The engine recovered on its own and parameters were normal until engine shutdown at gate. We advised ATC and diverted to ZZZ. Contacted Dispatch and landed uneventfully.


Second narrative: After level off at FL400 light chop was encountered and we descended to FL380. During the descent the #1 engine thrust was found lower than the commanded thrust and decaying slowly. We then requested a descent to FL200 and began running the Engine Limit; Surge; Stall Checklist. Both thrust levers were retarded to idle in an attempt to recover engine #1. The engine continued to decay until the Engine Fail light illuminated. At that point we started to run the Engine Failure Checklist; but within 30-60 seconds we found the engine had recovered and stabilized in idle. Decision was made to land at nearest suitable field (ZZZ). Engine ran normally from that point all the way to engine shutdown at the gate. Landing was uneventful.


Synopsis: Air carrier flight crew reported a loss of engine power in flight that resulted in a diversion.