elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Aircraft: B737-800
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: B747-400
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: I was the controller of Ocean Sectors 4 and 7. I had the three aircraft; Aircraft X; Aircraft Y; [and] Aircraft Z at flight level 360; 350 and 340 respectively. Aircraft Y had requested a climb to FL370 due to continuous moderate turbulence at FL350. Due to his traffic of Aircraft X at FL360; I informed the Aircraft Y unable higher and possible higher after XA47Z. A few minutes later at XA32Z I received an APR (Aircraft Position Report) message informing me that Aircraft X was not at his assigned altitude of FL360 but at FL342. At this time I also received a CPDLC message informing me that Aircraft X was descending to FL300 due to a rough ride. Noticing this I called the CIC (Controller in Charge) over for assistance. As he was already through Aircraft Y's altitude; when I probed his descent; it was probing green. Thus I probed the block FL300B360 and it indicated a conflict with Aircraft Y at FL350 as well as Aircraft X at FL340. I did not get the time for the Aircraft X conflict start time as the initial probe for the descent starting from above his altitude showed green; this indicated to me that the probe for the block was a loss going to happen with 30 minutes but not happening at this time. Aircraft Y was in conflict at that time and a loss of separation had occurred with his descent. We sent out a message to Aircraft X to say reason for descent without clearance. At this time subsequent APR's showed Aircraft X to be off his route as well; VHF weather deviation to protect his probing profile. He then sent a message that he had declared PAN and descended to FL300 with a 15nm offset; on top of that planning to climb to return to FL360. As we had an ADS [Automatic Dependent Surveillance] hit confirming he was at FL300; we EALT [Emergency Altitude] FL300 to his profile. We sent CPDLC message to Aircraft X Negative; maintain FL300; of which he responded with Wilco. Due to the message queue expanding beyond 30 messages at this point; I asked to split sector 7; of which the incident was contained in; and remained to catch up with sector 4. No change; pilot initiated deviation of cleared altitude.




Synopsis: Oakland Oceanic Controller reported an airborne conflict when an aircraft descended to a non turbulent altitude through the protected airspace of another aircraft.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
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 Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just above 4;000 FT we experienced an engine failure with severe damage to engine Number 2. We completed all required abnormal and normal checklists and returned.




Synopsis: CRJ200 First Officer experiences an engine failure climbing out of 4;000 FT and the flight returns to the departure airport.
Date: 202008
Local time of day: 1801-2400
Location: GRK.Tower, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D GRK
ATC / advisory: Tower GRK
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Aircraft
Primary problem: Ambiguous

Narrative: This was not a near miss or an unsafe experience. This is a description of a glide slope anomaly I wanted to bring attention to.When on the visual approach backed up by the ILS R33 per company policy at GRK we witnessed the following indications. When 'on' the PAPI glideslope; we indicated 'low' on the ILS glideslope and received a 'glideslope' callout from our automation. When 'on' the ILS glide slope; we indicated 'high' on the PAPI glideslope with a full white bar. The PAPI 'on' glideslope visuals did not appear to be too low. The visual picture seemed acceptable.So we ended up flying a little high on the PAPI since we are on a visual approach; but a little low without activating further warnings for the ILS in the cockpit backing us up. It was great VFR weather with no glare from sun light. Just wanted it noted in case there is some adjustment needed with the PAPI vs ILS glide slope for RWY 33; or if they are meant to not align. We did not see any NOTAMS or notes on approach plates indicating that the PAPI and ILS glide paths were not coincident for RWY 33.




Synopsis: Air carrier First Officer reported that while on the ILS RWY 33 at GRK airport the glideslope indications and the PAPI lights were not coincident.
Date: 201504
Local time of day: 1801-2400
Location: ATL.Airport, GA
Weather elements / visibility: Thunderstorm
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL; Class E A80
ATC / advisory: TRACON A80
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Second reporter function: First Officer
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On our way to ATL; WX was forecast to be OK. About an hour out we got 'special' ATIS sure enough; rain and CB's. Assigned the ONYON 1 RNAV ARR. Lot of WX over ONYON; requested wx dev hdg 270; proceeded for a few miles to avoid WX; After three RWY changes ATC finally says 'expect ILS 8L; proceed direct (SCHEL) when able' VERY busy radio comms; responded 'direct SCHEL'. We were now briefing the NEW approach; saw 'SCHEL' was FAF for ILS 8L. Turned North to 'SCHEL'; ATC says 'after SCHEL rejoin the ONYON ARRIVAL'. My FO and I exchange a confusing stare and we realize that there is a fix on the ONYON ARR called 'SHELE'. Can you believe this?? (SCHEL and SHELE) Both pronounced the EXACT same way; and both on our arrival. Fortunately we caught it quick and there was no deviation. This is dangerous and could result in a real bad situation. They need to rename one of these fixes.


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


Synopsis: A319 flight crew discovered during the ONYON1 arrival to Runway 8L at ATL that that there are two fixes with very similar names. SHELE on the ONYON1 and SCHEL on the ILS 8L.
Date: 201604
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine Exhaust System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter qualification: Maintenance Powerplant; Maintenance Airframe; Maintenance Inspection Authority
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Maintenance; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: A private pilot renting this aircraft experienced partial power loss of the engine at approximately 300 feet AGL shortly after departing. This power loss forced the pilot to make a 180 degree turn and land. The engine was inspected and found a piece of the exhaust diffuser had broken loose in the muffler and caused a 90% blockage of the exhaust pipe. A repair was conducted on this exhaust system and the aircraft has been returned to service.




Synopsis: During climb in an Alarus CH2000 the pilot experienced a partial power loss of the engine due to an exhaust diffuser braking loose in the exhaust system.
Date: 201808
Local time of day: 1201-1800
Location: A90.TRACON, NH
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E A90
ATC / advisory: TRACON A90
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on a VFR flight. We were receiving Radar Advisories and VFR Flight Following services from Boston Approach with a transponder code. We inadvertently entered R-4101 near Falmouth MA flying at 5;500 feet MSL.We had checked the map screen and thought the top of the R-4101 was 2;600 feet MSL; however the pointer was not indicating R-4101 top alt but the Cape Cod Coast Guard Air Station (a.k.a. Otis) Class D airspace top altitude. The actual height of RA was up to 9;000 feet MSL according to chart.We did not notice we were in the airspace until we had already passed through it. Boston Approach gave no indication that R-4101A was hot and did not say anything about us flying through it. We heard nothing on guard either.Always be aware of the location of special use airspace when flying VFR; as ATC is under no obligation to keep you from flying into it.




Synopsis: Small Transport flight crew reported inadvertently flying through restricted airspace R-4101.
Date: 202104
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just prior to leveling off at FL340; Flight Attendant called and stated there was an electrical burning smell in the forward galley. There was not any smoke nor fire; just an odor. We notified ATC; turned back toward ZZZ; accomplished all checklist items; and landed uneventfully. After clearing the runway; we had the fire department check the airplane for signs of a fire. They saw nothing so we taxied back to the gate. At the gate; the fire department came on board to check the galley. They found nothing. No deviations from FARs.


Second narrative: Flight Attendant reported faint smell of fumes in forward galley.  Verified by [company] deadheading pilot.  Ran smoke/fumes checklist.  Verified no fire or persistent fumes.  Checklist said to land.  Captain made the call and we returned to ZZZ.  Overweight landing also accomplished and written up in ZZZ.


Synopsis: A320 flight crew reported an 'electrical burning smell' during initial climb resulting in a return to the departure airport.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Human-Machine Interface; Communication Breakdown; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Inflight Shutdown; Flight Crew Diverted; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: During pre-flight planning; we noticed several recent write-ups on the L ENG. Because of this; we discussed this as a possible threat to the flight. Departure was uneventful until approximately 100 miles SSW of ZZZ (approximately 20 mins after level off). In VMC conditions at FL360 we experienced a Left Engine Flame out. We [requested priority handling] and began a turn and descent toward ZZZ; Operations Control notified via ACARS. We started working a plan and running checklists. In the descent at about FL200 while running the checklist there was a hard power transfer and it felt like the Right Engine flamed out as well. After further diagnosing the problem; we determined that the R Engine was running fine at idle power. Out of an abundance of caution we elected to in-flight restart the Left Engine with the appropriate checklist. All engine indications were appropriate for the start. We decided to fly a Flaps 20 approach in the event the Left Engine failed again. We briefed go around procedures for either one engine inoperative or with both engines operating.Flaps 20 approach and landing were accomplished to Runway XXL via the Visual backed up by the ILS. We taxied clear of the runway and had crash; fire and rescue look at the airplane/engine. They didn't notice anything abnormal; so we taxied into Parking Spot 1 at ZZZ. Normal shutdown completed. Unknown; but suspect multiple write-ups of previous engine issues may have contributed.




Synopsis: Captain reported a left engine flame out during flight and elected to divert and make a precautionary landing.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: B757-200
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: First Officer; Pilot Not Flying
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending out of 3;800 FT (MSL and AGL) during the ILS to Runway XX;  we received a gear unsafe ICAS warning; red lights; siren; RA flags and lost the Captain's FD.  We extended the landing gear and the warnings went away and we made an uneventful landing.  The Captain notified the tower prior to landing that we had an issue and requested the sterile area remain clear.




Synopsis: Air Carrier experienced a number of equipment failures and notified ATC of a request to keep the area sterile; the event handled as an emergency with all participants handling the event as required.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: Haze / Smoke; 3
Light: Daylight
Aircraft: Hawker 4000
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: While enroute at FL400 and Mach .82 on an IFR flight; Aircraft X; a Hawker 4000; experienced a Yaw dampener failure. With the failure comes a Dutch roll tendency of the aircraft that can be controlled by deploying speed brakes. The autopilot and auto throttles are also not operational once the yaw dampener failure occurs. Since the aircraft no longer meets RVSM requirements a request for immediate decent was requested and approved to FL280. ATC also requested an immediate turn to the south. While controlling the aircraft and the copilot troubleshooting the system the decent reached approximately 3-4000 per minute. While leveling off with the auto pilot and auto throttle not operational and speed brakes deployed I failed to start decreasing the descent rate prior to the clearance level resulting in over shooting the altitude approximately 450 feet lower. An immediate correction was initiated and the correct flight level was achieved in less than 15 seconds. The flight continued at FL280 and autopilot and autothrottle systems were brought back on line. A rudder Fault CAS message remained until the aircraft computers were power cycled. The failures could not be replicated and the maintenance software download was sent to maintenance for the review. Emergency procedures for this failure will be reviewed as well as a safety brief to other pilots of this aircraft.




Synopsis: Hawker 4000 Captain reported an altitude deviation while troubleshooting a yaw dampener failure.
Date: 201911
Local time of day: 1201-1800
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
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 Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was passing out beverages during meal service. I was speaking with passenger in [seat] about meal options when I felt what felt like something hard hit and pinch the lower part of my leg. I pulled back and looked to see the service animal that [Passenger] had; pull away and attempt started to seem agitated that I was standing right next to him. I then told [Passenger] that I don't think his dog is fond of me because he nipped my leg. [Passenger] responded with saying that I startled the dog; she doesn't like being startled. I kept my distance from the dog and told the owner I wasn't comfortable getting close to him as the dog had already nipped at my leg. I continued my service as I was not in any serious pain and did not feel as if I was seriously injured to the point where I was not able to operate normally. I informed Flight Attendant B of the situation as well as the Captain.




Synopsis: Flight attendant reported that a passenger's service dog bit her.
Date: 201310
Local time of day: 1201-1800
Location: LIH.Airport, HI
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D LIH
ATC / advisory: Tower LIH
Aircraft component: Galley Furnishing
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy
Primary problem: Ambiguous

Narrative: During the first pilot crew bathroom break the Purser stated and the pilots observed large pools of water on the forward galley floor. The Purser said that since the company stopped boarding dry ice to keep the beverage ice frozen (a management cost saving measure of about 2.5 million/year); the beverage ice melts and sloshes out of the bin onto the galley floor during a normal takeoff. This problem is compounded on flights with no galley update/refresh like to the outer Hawaiian Islands. The Purser also stated the aft galley develops the same water hazard during landing with normal deceleration/stopping forces. Apparently the forward galley has the beverage ice bin forward; and the aft galley has the beverage ice bin aft. Without dry ice the beverage ice does not stay frozen. This creates a seriously unsafe working environment for flight attendants and a potentially catastrophic fire safety hazard. The forward galley floor with large pools of standing water is directly over the bay. On a 180 minute ETOPS flight; imagine an in-flight electrical short and fire without a near airport to immediately land. Recommend management reconsider using dry ice to keep beverage ice frozen on long flights and/or for turn flights without a galley refresh.




Synopsis: B757 First Officer is informed by the Purser that since the company no longer puts dry ice in the beverage ice drawer; the ice melts and splashes onto the galley floor during takeoffs and landings.