elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Evacuated; General Flight Cancelled / Delayed; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: Upon starting APU and turning on bleed air; we immediately noticed on flight deck a medium/strong smell of burning oil/stale smell. I asked [the] First Officer to concur which he did while opening his flight deck window. I turned off pack #1 and I started to call B Flight Attendant in back; but before I could she called me and stated that they had a very oily suffocating smell in back of aircraft. I immediately turned off APU bleed air and pack #2. I pulled up the odor removal checklist in FOM and told flight attendants to open up back doors to get air flow through cabin. Contacted Maintenance Control and Dispatch. Flight attendants complained of headache; sore throat; stinging eyes. My First Officer and I only experienced sore throat and stinging eyes. We de-boarded aircraft per [Operations Control]. Passengers were sent to another aircraft. EMS responded to check out crew. I told [the] flight attendants they certainly could go to hospital to be further evaluated-they did not. I completed the odor/fumes report. Crew was released as they had replaced all of us. These events are occurring far too frequently. The pack burnout procedures are not always being followed correctly. This is a safety issue for both crews and passengers. Once a pack is contaminated with oil; in my opinion it needs to be replaced; even though this is a huge economic constraint. You can't get much of the contaminants out of system.




Synopsis: A320 Captain reported after starting the APU and turning an air conditioning pack on; the cabin filled with fumes.
Date: 201511
Local time of day: 1801-2400
Location: LAN.Airport, MI
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C LAN
ATC / advisory: Tower LAN
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Confusion; Fatigue; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We were cleared for visual approach and to land 10R LAN.  We intercepted LOC and GS did not look right.  It did not concur with PAPI.  We continued using PAPI info.  About 500 feet got obstacle pull up aural alert and initiated a missed approach.  Told ATC that we were going missed and he gave us heading and altitude and I told him that our intention was to land 28L now.  We completed flight without further incident. Got in late night before (midnight) and didn't get to sleep until about XA:00.  Woke up XF:30.  Late show next day and 3 plus hour leg.  Arrived there in time to get something to eat and attempt a short nap.  Short flight to LAN complicated by Weather.  Took 1 hour to deice and this made our arrival over 30 late.  Therefore we requested 10 though the ATIS called for 28.  Controller granted request and said he switched LOC for us. This was why I wasn't that concerned with PAPI and GS discrepancy.  I thought maybe it wasn't done right.  It was.  I had lost my situational awareness and hadn't backed up what was happening checking the FMS properly.   We were approaching 9 at 4D0 [Abrams Muni] which was collocated with FAF for 10R and I was looking at that waypoint as the field.  As we were climbing on the missed I saw on the FMS that 10R was still in front of us and then saw 10R.  Realizing we had approached the wrong runway.  Being extra vigilant knowing I was tired and we were beyond when I thought I would be done. I should have seen the discrepancy sooner- before we started descending.  The information was there I didn't see it.  A note on the -7 [Chart] might help as well.  That runway was lit up like a Christmas tree and is on the extended line of 10R.




Synopsis: Air Carrier Captain reports mistaking 4D0 for Runway 10R at LAN (6 NM west) until EGPWS alerts for an obstacle an a go-around is initiated.
Date: 201202
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: EMB ERJ 145 ER/LR
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: OJT was in progress and we were working a busy final session. Our attention was primarily focused 20 miles north of the airport because that is where it was busiest at the time and we didn't have any down winds. I did not see the departure at all until the A320 said he was getting a TCAS/RA. At that time I looked at him to see what his traffic was; and it was only then that I saw the E145's limited Data Block. I immediately looked at the altitudes to see if there was anything I could do; but by then the E145 was already 6 to 800 FT above the A320 and the interval was increasing. The A320 continued his approach and landed. I couldn't tell any action that he took to the RA. We should always keep up our scan. One thing I think that contributed to me not seeing the departure personally was that I was watching from slightly behind and off to the side of my trainee. My trainee sets his scope up quite a bit differently than I would. He doesn't use as much contrast as I do between full Data Blocks and limited Data Blocks. He also has his digital map quite a bit brighter. All these items make me have to work harder to see what I need to see. He would adjust it more to my liking if I asked him to; but I try to work how he is comfortable; if I am able. We are told to always use the same scope as the trainee so we always see the same thing; however; I move to my own scope while training; whenever I have the opportunity. Being able to set up my own scope my own way is very advantageous to me.




Synopsis: TRACON Controller described a loss of separation event when failing to note the conflict aircraft in time to prevent the occurrence. The reporter indicated that the Developmental's RADAR display set-up contributed to the error.
Date: 202105
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Ground Incursion Ramp
Detector: Person Ground Personnel
When detected: Taxi
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Tug Dispatcher reported that when towing an aircraft to its gate a Garbage Services truck cut them off by continuously driving on the Vehicle Service Road.




Synopsis: Aircraft maintenance worker reported a garbage truck cut their crew off while they were towing an aircraft to a gate.
Date: 201302
Local time of day: 0001-0600
Location: LWS.Airport, ID
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had completed the before start checklist. I signaled we were ready to start Number 2 engine; but Ramp did not clear us to do so; and I did not start it. I then signaled ready to start Number 1 engine. Number 1 was clear from my vantage point; and the ramp cleared us to start it; so we did. After starting Number 1 engine; I again signaled ready to start Number 2. I was cleared by both the ramp and my F.O.; so I then started Number 2 engine and we departed without incident. I was not aware there was a safety issue until my Manager contacted me today and advised me that the fuel truck was still next to the Number 2 engine as we were starting engine Number 1. I feel the Marshall should not have cleared us to start the Number 1 engine if it was not safe to do so.




Synopsis: Q400 Captain is informed after the fact that he started the Number 1 engine; with a Marshall's concurrence; with a fuel truck parked behind the Number 2 engine.
Date: 201706
Local time of day: 1801-2400
Location: FAR.TRACON, ND
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D FAR
ATC / advisory: Tower FAR
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure; Airspace Structure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X was on an ILS Approach. On initial contact I cleared them for the option and issued traffic stating that targets were likely to merge. Aircraft X advised traffic in sight and I asked if it was a helicopter or a plane. They stated a plane. At that time Aircraft Y called on frequency stating that they were the traffic that Aircraft X had in sight and were going to be flying around the area. The flight paths had crossed and I went back to my other traffic. During that time Aircraft Y made a climbing right turn back into Aircraft X. Aircraft X reported that they were in a climb to avoid Aircraft Y.I would issue a beacon code and identify the secondary aircraft to control his actions.


Second narrative: We were shooting the ILS Approach. During our approach; Tower pointed out traffic to us at 1 o'clock west bound 500 feet below us. We had him it sight and it crossed in front of us still 500 feet below. It looked as if it was continuing west bound and I lost sight of it due to the wing. As the instructor in the left seat I didn't think much of it. We continued our descent down on glide path and while we were descending the mfd calls out traffic 10 o'clock less than a mile same altitude. I look out to our left and it is the same aircraft that had passed underneath us a few moments earlier. It was what looked to be 200-300 feet ahead and to our left same altitude on a direct collision course. I immediately took flight controls and started an evasive full power climb to miss him. We probably crossed over him about 100-200 feet. We were right on the edge of the Class Delta airspace when this happened and Tower never issued us a secondary traffic call when he turned back around.


Synopsis: A Local controller and inbound instructor pilot reported a near mid air collision with an aircraft maneuvering into the path of an the aircraft conducting an ILS Approach.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification; Communication Breakdown; Distraction
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On the arrival into ZZZ on the ZZZZZ1X arrival; we were told to maintain 250 knots to ZZZZZ; cleared the approach; ILS DME X rwy XXR. We had LNAV and VNAV engaged; I recommended the FAF altitude of 1300 feet be set in the MCP altitude window; the PF; F/O agreed and I set it. The controller told us to slow to 190 knots followed by a slow now call; the F/O (first flight from a long break; several months) was a little hesitant to get it done; so I told him he could hand fly bringing the nose up to slow aside from the speed brakes that he was using; or he could use vertical speed and decrease the descent rate VNAV was currently giving him. He opted to use the vertical speed. I got a call to switch to the Tower; as I did; I got distracted from resetting the MCP altitude of 2000 feet for the mandatory fix altitude at ZZZZZ1. We crossed ZZZZZ1 at approximately 1700 feet. Recognizing this; I had him climb back up to 2000 feet until we intercepted the glide path. We were visual with the runway the entire time and the aircraft in front of us; that is perhaps the reason I wasn't giving due diligence to my approach plate.




Synopsis: Air Carrier Captain reported an altitude deviation.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Global Express (BD700)
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Human Factors

Narrative: I was training on a radar position. We had an IFR GLEX that was eastbound level at 040. We had a VFR C172 that we were providing traffic advisories to that was westbound level at 045. The two aircraft were on converging courses and were going to cross above and below each other.Traffic was issued to the GLEX and he had the C172 in sight. As traffic was being issued to the VFR aircraft the transmission was blocked. The C172 then started to descend rapidly into the jet. The GLEX had an RA and he had to take evasive action to avoid the C172. I would recommend making the ATC transmissions stronger so they can't be blocked by aircraft transmissions in critical situations; also better training for pilots on radio communications and traffic avoidance.




Synopsis: Approach Controller reported airborne conflict between an IFR GLEX and a VFR C172 that resulted in evasive action.
Date: 201204
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B757-200
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: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 1 hour and 45 minutes out from landing the L ENG OIL FILTER EICAS message illuminated at FL380; First Officer's leg. Followed QRH procedure-ABNORMAL - OIL FILTER (L or R) 757. Approximately 20-25 minutes later the left engine failed (quit; abruptly) windmilling OK. LP [low pressure fuel] PUMP EICAS message noted. [We] declared emergency with local traffic; ATC (HF) and Dispatch. Offset the track right 15 NM; initiated .79/290 KT descent to 25;000 FT with CONT. power setting on right engine and performed the Engine Failure or Shutdown Checklist from the QRH (left engine). We reviewed Emergency Landing Checklist and One Engine Approach and Go-Around checklist. Captain briefed the crew and did the PAs; checklists; and coordinating. Engine restart was ruled out. Cleared direct to destination and First Officer (me) flew the ILS with autopilot ON until approximately 400 FT and good visual of the runway. Weather was 500 BKN. Pulled off at runway and met ARFF. Released and taxied to the gate.




Synopsis: B757 First Officer describes a L. ENG. OIL FILTER EICAS message at FL380 on an oceanic crossing; followed in 20 minutes by an abrupt engine failure. An emergency is declared and flight descends to FL250 and continues to destination for a single engine landing.
Date: 201310
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Training / Qualification; Situational Awareness; Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: This was an early morning flight. We were passing over a line of weather below us in level flight at FL400. Ride conditions were light chop with occasional light turbulence. FMC optimum altitude was FL403 and the performance computer enroute page computed 1.48 G available for the flight conditions. Winds had just increased to 95 KTS. We received a RT SIDE Window Overheat and Master Caution light; which we reset in accordance with the QRH. Finishing the QRH procedure; the First Officer (pilot flying) noticed the airspeed decreasing and applied power. I (pilot not flying) noted 35-knot drop/shift in head wind component (220/95 to 220/60). The First Officer applied emergency thrust and disconnected autopilot in accordance with stall recovery procedure. The airspeed continued to decrease to 210 IAS. I attempted to request lower altitude but ATC frequency was congested. We started a descent down to FL380 and airspeed decreased slightly more but stabilized in descent and then slowly increased (momentarily touched yellow arc but no buffet or clacker). Passing through FL390; I was able to get word in to ATC that we were descending and we were cleared to FL380. I reported the large windshear event to them as well. Before leveling at FL380; we had regained normal airspeed and re-engaged autopilot and autothrottles. No aircraft limitations were exceeded and flight continued without further incident. We had no prior alerts or warnings of ride and wind conditions at FL400.  The First Officer (pilot flying) did a good job of recognizing the airspeed decay and applying the high altitude stall procedures including trading altitude for the airspeed when on the backside of the power curve.


Second narrative: Good CRM and crew coordination were key in handling a situation that could have gone bad. Simulator training in high altitude stall awareness/recovery from a prior PC was also very helpful in expedient recognition and recovery.


Synopsis: A B737-700 at FL400 encountered a 35 KT headwind increase which resulted in an airspeed decaying to 210 KTS so the First Officer applied emergency power during a descent; finally getting ATC clearance to FL380.
Date: 201407
Local time of day: 1201-1800
Location: ASE.Airport, CO
Flight conditions: VMC
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Air Taxi
Operating under: Part 135
Flight phase: Initial Approach
Airspace: Class E ASE
ATC / advisory: Tower ASE
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: On a visual approach into ASE for Runway 15; we were cleared for the visual and cleared to land on Runway 15. Below 14;000 FT and visually descending toward the airport we received an aural 'caution terrain' message. ATC simultaneously said they were receiving a low level alert for our aircraft on the approach. I momentarily leveled off; increased power and landed normally. I was visual the entire time and felt no need for evasive action. Fly a backed up RNAV or VOR/DME approach to the runway. Fly the visual farther west toward the highway to avoid the highest peak that lines up with a straight in visual to Runway 15.


Second narrative: Cleared for a visual approach into Aspen; landing Runway 15; the pilot flying requested a centerline for the approach. As the pilot not flying; I provided the centerline as requested; but verbally stated that the approach would be to the right of the centerline because of terrain. The pilot flying stayed too close to a straight-in approach and consequently received a 'caution terrain' message. At the same time; Aspen Tower called with a message that we were too low. We were immediately past the rising terrain and no longer in close proximity to the ground. As the pilot not flying; I should have been more forceful in my suggestion to stay to the right of the centerline on the approach.


Synopsis: CE560 flight crew experiences an EGPWS terrain warning during a visual approach to ASE. The aircraft is momentarily leveled to give the offending peak a wider berth and the approach continued to landing.