elihoole/asrs-aviation-reports huggingface dataset:
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Super King Air 200
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: I was called on the frequency by a King Air 200 stating he was on the ground and ready to depart. I then asked if he was familiar with [the SID] departure procedure. He said affirmative and I couldn't understand it; but my D-Side said he thought he said yes; so I again asked and the pilot stated affirmative. I then gave the clearance via [the SID] departure procedure direct to [the VOR]; and then direct. When the pilot called after he departed he stated he was out of 2;400 on [the SID] departure; I then saw his code and it was headed right for [restricted airspace]. I think I asked if he was direct to [the VOR] now and he then said he was direct [to the VOR]. He clearly wasn't though as he was still tracking towards [restricted airspace] so I stated turn left heading 360 to get out of the restricted area. This turn never happened; and it appeared he started turning right; or just circling. Then the pilot stated something like; 'Something weird is going on.' and we noticed his altitude dropped to 2;400; and then rose to 4;400. I then climbed him to his requested final of FL200. I hadn't climbed him initially because my first idea was to get him out of [restricted airspace]. I noticed he was turning right heading about 240 or so I told him to fly heading 270. At this point I just tried to get him out of [restricted airspace] and he hadn't taken the previous turn instructions but I thought maybe an updraft had stopped that turn. Finally; once he was out and established towards his destination I asked him if his statement about something weird going on was referring to weather which he stated affirmative. I then gave him the possible pilot deviation information. Now that I think about; it I don't know if I actually told him RADAR contact. The D-Side asked if I thought we should have him squawk 7700; but I was afraid of giving the pilot anything else to do. My first concern was him controlling the aircraft since he had not complied with turn instructions. I imagine the weather prevented his initial turn on the [SID] and then scared the pilot further causing him to get even more flustered when he realized he was in [restricted airspace].




Synopsis: Enroute Controller described a Restricted Area incursion by an IFR aircraft departing a non-towered airport and assigned a procedures that would have cleared the restricted airspace.
Date: 202106
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Air Conditioning Distribution System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 55 minutes into flight and about to finalize the beverage [and] snack service [myself] and the Flight Attendant C discovered a strong smell of electrical burning fumes in the cabin. I immediately went to aft galley to conduct a thorough inspection of all compartments; coffee makers; circuits; closets and under toilet sink. There was no visible fire but there was a faint white haze of smoke in cabin. I proceeded to inform the pilots of our situation that we had also pulled the circuit breakers and he pulled the power to both galleys. At XA18 hours we initiated a rapid descent into ZZZ and landed 17 minutes later XA35 hours.Aircraft was met by [Fire Department] and followed us to the gate for safety measures in case our landing gear or brakes became hot due to overweight landing.Once customers deplaned the Maintenance Technician inspected aircraft and later he stated the re circulation fan under the floor board had charred. [Name] at the [Company Communications System] called me for details of what had occurred and stated we would Dead Head in the morning. Following morning was a an XK30 report with under 8 hours of rest and made to work flight back to ZZZ1.




Synopsis: B737 Flight Attendant reported smoke in the galley during cruise. Flight diverted for a precautionary landing.
Date: 201309
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Manuals
Primary problem: Manuals

Narrative: At the gate just prior to departure I was preparing to read the required TSA directive for flights returning to the US from a foreign country; located in Part 1.  I could not access Part 1 using the Reader application.  It requested the security code required to open Part 1; however the iPad or Reader program did not present a keyboard in order to type the security code into the displayed security code entry window.  I tried closing all programs and rebooting the iPad with no success.  In essence I flew the entire flight; round-trip without access to my Part 1.  This occurred after company authorized upgrading the iPad to IOS 7 and I completed that upgrade prior to departure on this trip.  I am working with the flight department to correct whatever the issue is with my iPad or Reader program.




Synopsis: B777 Captain reports the inability to access iPad information due to the lack of a keypad to enter the security code after a recent IOS upgrade.
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Upon landing on runway with mild variable winds; VFR weather; touched down within recommended speeds. Brought full back pressure on controls; experienced unilateral braking to R wheel; resulting in aircraft turning in direction of area between runway and taxiway. Additional braking applied to L wheel to attempt to straighten course of aircraft without success. Aircraft proceeded to enter gravel ditch between runway and taxiway. Back pressure continuously applied to maintain nose-up position throughout incident so as to avoid prop strike. Aircraft brought to complete stop in gravel area prior to entry onto taxi-way; no runway/taxiway incursion.




Synopsis: The Pilot of a C172 experienced asymmetrical braking for unknown reason during landing that resulted in a runway excursion.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
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
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Captain; Pilot Not Flying
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: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were flying the ILS the approach in Runway XX in ZZZ. We were given to crossing restriction ZZZZZ at 3;000. We push the TSO button to descend to 3;000 feet we were getting closer than what we could make the autopilot do. After recrossed ZZZZZ at 3;000; the airplane was supposed to level off at 2;000 for ZZZZZ1. The airplane went into ALT capture at 2;000 feet but the aircraft itself descended down to 1;500 feet before we were able to turn off the autopilot and climb back up to 2;000 feet. In that time frame we got a message from ATC about altitude alert. By the time we were correcting our altitude back to 2;000 feet.In that time frame we had an issue with one of the passengers possibly unconscious in the back that we were also dealing with.Multiple things going on at the same time that made us a little slow to response to the altitude. We did not catch the airplane fast enough. We got below our given altitude on the arrival five 500 feet. Also; we were in VMC conditions with the airport insight.Cause - Relying on the autopilot to level off at the appropriate next altitude.Suggestions - Make sure aircraft does what we intend it to do and correct the aircraft faster.


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


Synopsis: EMB-175 flight crew reported the autopilot did not capture the altitude selected of 2;000 feet during approach.  The crew did not notice the issue until they were at 1;500 feet and immediately corrected back to 2;000 feet.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: .25
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: While flying to ZZZ; I was the Captain/Pilot Monitoring. Thunderstorms were in the vicinity of ZZZ and the weather was above ILS minimums. Other airline aircraft were landing with reports of tail winds on approach and light to moderate turbulence with moderate rain. We were #2 on the ILS XXR Approach while the aircraft ahead of us landed. At minimums; the rain was heavy and the runway was hard to see; so we went around. We asked ATC for a straight out missed approach to stay out of the heavy weather. We made a left downwind and began setting up for another attempt for Runway XXL; since conditions were improving on the field. At that time; we experienced a roll; then loss and gains of altitude. Wind shear followed without any warnings as we performed the escape maneuver. We were unable to maintain altitude; so I asked ATC for higher. Severe turbulence followed and we climbed to 6;000 feet with a vector away from the weather. Once the aircraft was under control; we diverted to ZZZ1 and landed without any incident. No injuries occurred.


Second narrative: On approach to [Runway] XXR in ZZZ; the two previous aircraft landed without incident. Heavy rain reduced visibility and we went around. We were told the heavy rain had moved from the final. We elected to take vectors around for another approach. The autopilot was on at 300 feet. We experienced roll which disconnected the autopilot. We then experienced wind shear and severe turbulence. We performed an escape maneuver; and elected to divert.


Synopsis: B737 pilots reported attempting a landing during wind shear and turbulent conditions resulting in a go a round and then a divert.
Date: 201905
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During Takeoff in ZZZ at @ 90 kts; we started to get a strong odor of fumes in the Flight deck. I decided to continue the Takeoff and we rotated and climbed normally. We donned our O2 (Oxygen) masks and at @ 3;000 feet MSL. The odor subsided. After; the First Officer ran the after takeoff checklist; we also ran the fumes checklist in the QRH and sent Maintenance a Logbook entry. The Aft galley Flight Attendant called up front and said they smelled fumes but that it had gone away. He had also told me that the front galley flight attendants did not smell anything at all. We decided that it was safe to continue.During cruise flight; after roughly 1 hr of flying; we decided to do a bathroom break. At that time; the flight attendants in the forward galley could smell a strong odor still lingering in the Flight deck. We were just about to begin the arrival and we decided to don our O2 masks for much of the remaining flight. After parking; during our debrief we both felt like we had some throat issues and felt like it would be best that we would be checked by medical personnel. I then called the Chief Pilot and contacted Maintenance over the radio to give a more detailed account of our write up.


Second narrative: During our takeoff roll; during high speed out of ZZZ we experienced a strong chemical odor on the flight deck. We continued and donned our Oxygen masks shortly after takeoff; then ran the appropriate checklists. Only the aft Flight Attendant could smell anything; no passengers could smell any odors. We removed our oxygen mask when we thought it was clear and could no longer smell anything. We both decided to continue. After roughly; 1 hour into the flight; we decided to take a bathroom break; and when a Flight Attendant entered the flight deck they notice the noxious odor still lingering; we must have just gotten used to it. So immediately; we donned our oxygen masks for the remainder of the arrival. We then made the appropriate Maintenance write up and decided to get checked out by medical professionals.


Synopsis: B737-900 flight crew reported a strong chemical odor on departure that dissipated. Crew was checked by medical personnel at destination.
Date: 201511
Local time of day: 1201-1800
Location: AST.Airport, OR
Flight conditions: Mixed
Weather elements / visibility: Rain; 5
Light: Daylight
Aircraft: RV-6
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On an IFR clearance; talking to Seattle Center and flying vectors to the Runway 26 ILS approach at AST. Was vectored to final and cleared for the approach approximately 5 miles outside of ZINKY intersection; with an altitude restriction of 5000 or 5500 until established; I don't recall for certain. In any case I intercepted the localizer about that same time and began a descent. I glanced briefly at the chart and saw 4000 so I descended to that altitude; without realizing that the altitude I was looking at was for JUNSA which I had not yet reached; and in fact I was still outside ZINKY where the min. altitude is 4400. After a minute or two I noticed I was below the glideslope and not yet at ZINKY; so I climbed to 4400 at about the time I passed ZINKY; and began a normal descent on the glideslope. Cause was my complacency; thinking I know this approach; and not looking more closely at the chart.




Synopsis: RV6 pilot reported descending to 4;000 feet outside ZINKY on the ILS Runway 26 at AST before realizing his mistake and climbing up to 4;400 feet.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Horizontal Stabilizer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Time Pressure; Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Manuals; Aircraft; Chart Or Publication; Human Factors; Logbook Entry; Procedure
Primary problem: Aircraft

Narrative: During walk-around; First Officer noticed dents in leading edge of horizontal stabilizer. One particular dent appeared to be in need of Maintenance attention. Maintenance [was] advised by us verbally and aircraft information recorded in ACARS. Maintenance reviewed dents and advised all [dents] are already in the Maintenance system (history) and the one brought to the attention by the First Officer is not in any need of additional attention.Maintenance therefore; while present in the cockpit; stated we were set to go and a new Maintenance Release would be sent shortly. When we realized there could be some delay in receiving the Maintenance Release; we canceled the pushback; not having moved off the gate yet---so as to; not block the alleyway if there was ultimately any delay in receipt of the Maintenance Release.Earlier; we were told a Maintenance Release should be expected very soon. We were told by Pushback [crew] (via interphone) that Maintenance was approaching the tail of the aircraft. Questioning Maintenance; we were told they needed to take another look at the dents on the tail. A return to gate was prompted in ACARS and we told Dispatch as well of the situation that we were technically back in the blocks to show as return to gate. Jetway came back to aircraft after a few minutes after Maintenance advised their additional assessment may take approximately half an hour. We were later told Maintenance could not find the reference in the computer for the previous history of the written-up dents.

Callback: Reporter stated the flight was delayed about an hour while Maintenance made a better assessment of the dent damage and made note of the exact dent locations on the Horizontal Stabilizer's leading edge.



Synopsis: A Captain was informed by a First Officer about dents he found in the leading edge of their B757-200 horizontal stabilizer during a walkaround. Maintenance thought the dent damage was previously recorded in their maintenance computer system.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Landing north during simultaneous approach procedures. The weather was marginal VFR with a scattered layer between 1;000-3;000. I was working arrivals to Runway 1R. The aircraft checked in on a visual approach. I cleared him to land. When he was 2-3 miles from the airport; and around 1;500-2;000 FT; he said to that he lost the airport; but was comfortable continuing the approach if I was. Having never faced this situation; nor having been trained what to do in this situation; I allowed him to continue inbound; telling him to inform me when he got the airport again. After flying about a mile he had the airport in sight and he landed without issue. After speaking with several colleagues who were former RADAR controllers; they told me that I should have cancelled his approach clearance; and delivered him back to the Approach Control facility. I don't think that the final controllers should vector aircraft for visual approaches when we have coordinated and are running simultaneous operations. Additionally; the Monitor should have spoken up and provided instructions to the aircraft when the aircraft said he had lost the airport.




Synopsis: Local Controller failed to issue missed approach instructions after an aircraft cleared via a visual approach lost sight of the airport; this all occurred when simultaneous approach procedures were suppose to be in place.