elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 0001-0600
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Crew called via SATCOM approximately 50 nm north of ZZZZZ intersection to request phone patch with [Maintenance Control]. Crew stated they were on O2 as they were getting slow intermittent cabin smoke alerts. No FSS (Fire Suppression System) activation or smell of smoke present. Alert would appear for a few seconds and then disappear. [Maintenance Control] checked the systems on his end and suspected it might be just an indication issue. Call got disconnected and crew called back within 2-3 minutes. While on the phone patch; crew advised that alerts were becoming more frequent. At this point we collectively agreed to cease the call and divert to nearest suitable as stated in the QRH. ZZZZ was approximately 200 nm ahead and we elected to divert there. Sent crew the latest weather and reroute message to ZZZZ along with time/initials. I began to gather and format the ZZZZ NOTAMs to uplink to the printer. By the time this process was nearing completion; the flight was about to turn final into ZZZZ. Due to the ACARS system limitations; the flight would have been on the ground by the time all the NOTAMs were sent. ZZZZ Ramp/Manager/Chief Pilot was advised of [flight] diverting. Approximately 15k of fuel was dumped; [requested priority handling] and CFR (Crash Fire Rescue) services were dispatched. Flight blocked in with no issues. Local Maintenance determined that 3 consecutive smoke detectors were defective and fixed 1 to comply with MEL that was issued shortly thereafter. Once blocked in; crew called and conducted conference call with duty officer so we can get more information about the divert. Crew stated that in position 5L there was some lithium batteries near the smoke detectors in question. [Weight and Balance] shows that ULD to be in position 3L. Increasing the current character limit in the ACARS system to send large amounts of information to the printer. When posed with another similar situation; I will send pertinent NOTAM information.




Synopsis: Commercial Airline Dispatcher reported precautionary divert due to frequent smoke alerts from aircraft with Hazmat cargo on board.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class A ZZZ1
ATC / advisory: Center ZZZ1
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Procedure
Primary problem: Company Policy

Narrative: Human organs (kidney) transported on flight deck in violation of FOM 2.1.  Cargo personnel asked if a package containing a kidney for transplant could be transported on the flight deck.  The Captain gave permission and I concurred; however while in route to ZZZ2 we discovered this was not allowed without an escort per the FOM.On my part; this incident could have been avoided through more familiarity with the FOM.  Apart from that; a section in the pilot reference cards for cargo and hazmat would be helpful.




Synopsis: Air Carrier First Officer reported erroneously transported Human Organ (Kidney) on the flight deck in violation of FOM Hazmat policy.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: M-20 Series Undifferentiated or Other Model
Operating under: Part 91
Flight plan: VFR
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: I was working Local Control and I noticed a VFR target tracking from 5 miles northeast; south-westbound. An M20 checked in VFR requesting to land Runway 21. No other information was given (he did not check in with ATIS code or position). I advised the pilot that our airport does not have a Runway 21 and asked him if he was trying to land here. He responded with yes. I then asked him to say position and altitude. After identifying that he was the VFR target I mentioned earlier; he was now about 2 miles southwest of the airport at 3;300 FT. I instructed him to continue in a turn to set him up for a right downwind for 18R as the winds were 170 at 15G30. At this point I was aware that I needed to give this pilot a little extra attention as he was maneuvering in a way that let me know he was unfamiliar with our airport. I then instructed him to proceed northbound which would get him to the correct side of the airport to land on 18R as he was still maneuvering south of the field trying to lose altitude. I gave him the wind and cleared him to land but at no point did I verify that he had the correct ATIS code or issue him the altimeter setting. I told the pilot that I didn't have any other aircraft in the pattern which allowed him to do what he felt best to land his aircraft. As the pilot finally set up his approach to 18R I checked his aircraft for landing gear which appeared down. His approach was good but as he touched down he started to bounce up and down like he was struggling to set the aircraft down. After a few bounces the gear collapsed and the aircraft skidded on its belly to a stop. All the proper procedures were followed to handle the aircraft emergency at this point and the pilot was ok. In the future I will issue the minimum information that I am required to or make sure the pilot has the current ATIS code.




Synopsis: Tower Controller described a collapsed gear landing event; noting his failure to ensure the arriving aircraft had the proper ATIS and altimeter information.
Date: 201907
Local time of day: 1201-1800
Location: HEF.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Piper Aircraft Corp Undifferentiated or Other Model
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
Airspace: Class D HEF
ATC / advisory: Tower HEF
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Aircraft was conducting pattern work at HEF on Runway 16R. Upon completion; aircraft was directed to cross 16R and hold short of 16L. Aircraft safely crossed runway to hold short. While holding short of 16L; aircraft was directed to taxi back to East Ramp via Taxiway B3. Based on our position at the airfield; aircraft was unable to see the applicable taxiway signs due to tilt and direction it was facing. The co-pilot sitting on the left seat looked out to the left and saw what he thought was a Taxiway B3. As PIC (Pilot in Command) sitting in the right seat; I was unable to view the sign. Upon making the turn towards the taxiway; it was realized that this was Taxiway B2. At that moment; the aircrew was having radio issues in an attempt to amend taxi instructions with Tower. Aircrew discussed the issue with Tower upon return. Airfield needs to improve signage at the HEF for runway crossings to better assist the pilot in ground operations.




Synopsis: Pilot reported inadequate airport signage resulted in flight crew turning onto wrong taxiway.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: Other during work
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Environment - Non Weather Related

Narrative: We were advised that someone had tested positive for COVID.  It had been a long period of time since they were in the building.  It was during the mid shift; so they didn't have contact with anyone.  The TRACON was shutdown and relocated to ZZZ1 Tower at XA:0L on a weekday.  This is a busy day of the week and time for us.  The functionality of working from the Tower is limited.  It also requires all radar sectors to be combined.  The volume and complexity was far too great at this time of day.  Even with trying to limit operations the radar scope was too cluttered.  There were many uncontrolled VFR's.  The data blocks overlapped and the Mode-C was unreadable.  Traffic workload was high.  We asked ZZZ2 Traffic Management Unit (TMU) for 20 Miles In Trail (MIT); but that was not adhered to. Communications were also difficult.  We asked all surrounding facilities to use a single frequency but that was not always followed.  VFR's calling for service were using published frequencies.There was no reason to rush this cleaning.  Everyone in the facility had already been exposed for hours; if not days.  Waiting until XF:00L would have ensured traffic volume and complexity was light enough to work from a reduced area such as ZZZ1 Tower.  The rush for cleaning was not worth the safety risk to the flying public.




Synopsis: TRACON Controller reported the facility went to ATC Zero after someone tested positive for COVID-19. Controller stated they were moved to the Local Tower and worked from there.  Reporter advised the move could have been delayed to a non-busy time due to everyone already being exposed.
Date: 201204
Local time of day: 0001-0600
Location: SCT.TRACON, CA
Aircraft: Learjet 35
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Human Factors

Narrative: I was working SDER. A Lear Jet was inbound to NZY; checked on and I told him 'Roger.' I later issued him a descent to 6;000. I handed him off to SDZR who would be working him into NZY. The SDZR RADAR Controller later called my attention to the fact that the Lear Jet was below the 5;000 FT MVA to the East of PGY. I issued a Low Altitude Alert to the Lear Jet and climbed him from approximately 3;800 back to 5;000. I told him that he had been assigned 6;000. He said he was cleared to 3;000. I later reviewed the audio of the event and although I did issue 6;000; I missed his read back of 3;000. Recommendation: listen for read back. When I first sat down at this sector; a few of the transmissions I made were not acknowledged. I realized that I was transmitting on the primary frequency. I have experienced this issue with this frequency on several occasions. I immediately switched to the backup frequency which seems to work more reliably.




Synopsis: SCT Controller described a below MVA event when issuing the correct descent clearance; but then failed to hear the incorrect read back by the pilot. The reporter listed radio equipment as a possible contributing factor.
Date: 202104
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flying Aircraft X on a ferry flight from ZZZ - ZZZ1. Climbing out of FL350 for FL390 the flight crew was alerted of a bleed trip off of the No.2 Pack. The Bleed Trip Off QRH was called for and completed with no resolution as we leveled at FL390. As directed by the QRH the No.2 pack was turned off. At this moment ATC gave us a clearance up to our cruising altitude of FL410. The crew declined the request and relayed the need for a lower altitude (initially FL310). The request was granted and the crew began descending the aircraft to assure the single pack could maintain adequate cabin pressure. Passing FL380 the crew received a cabin altitude warning light. The appropriate memory items where accomplished; requested priority handling and descent to 10;000 was initiated. During the descent; the high cabin altitude and decent QRH procedure were accomplished by the First Officer while the Captain negotiated the descent. Passing through 27;000 feet the cabin altitude reached a level which activated the automatic deployment of the oxygen masks. Reaching 10;000 feet; the Captain verified aircraft was stabilized; crew was checked for any injuries; and the FO attempted to reach company via AIRINC. With the low altitude prohibiting any contact with ARINC and the aircraft was not equipped with datalink; the discussion began on where to go next. Departure airport ZZZ was approximately 200 NM behind us. ZZZ2 was 190 NM in front of us. And the Destination of ZZZ1 was an additional 300 NM past ZZZ3. The crew discussed the options and in an abundance of safety elected to divert to ZZZ3. The crew notified ATC of the decision to change destination and asked the ATC facility to notify our company of the situation and destination change. The flight continued to ZZZ3 and landed without further incident. Dispatch and Chief Pilot were notified once the aircraft landed.Gaining the ability to contact dispatch Via ACARS when AIRINC is not contactable would have helped in the decision making of this flight.




Synopsis: B737-800 First Officer reported executing an uneventful landing after a mechanical diversion due to a pressurization pack failure during climb.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
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: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after top of climb upon reaching our [cruise] altitude of FL370 I heard a loud bang and a flash. When I looked up my forward window was completely shattered. We ran the QRH; called Dispatch and [Maintenance]. We decided our best option was to turn around and head back to ZZZ. After running the QRH; I handed the aircraft to my First Officer and had him fly the remainder of the flight due to my limited visibility. We notified ATC and [advised them] and told the controllers we wanted to turn back to ZZZ; slow down and descend to 10;000 in case of loss of pressurization. I believe we were still with Center.I briefed the flight attendants we had a mechanical situation and to prepare the cabin for landing and they had 25 minutes to touchdown and it would be a normal landing and we would be returning to a gate. I briefed the passengers and asked for [their patience] and cooperation to get the cabin ready. When ATC handed [us] off [to] Approach we told them we need XXL for landing; since our gate was located on the north side of the airport. I did not want to taxi across the airport with limited visibility.Despite [being] an emergency aircraft Approach was NOT helpful. They wanted us to land on Runway XY; which we replied that was not an option. They want to know why [we] couldn't accept XY and we told them operational. We landed on XXL; taxied to the gate without any further problems. The flight attendants did a great job.


Second narrative: Captain's windshield cracked.


Synopsis: B737 flight crew reported the Captain's side windshield cracked in flight.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the climb segment of flight; we received an engine hydraulic pump low pressure light system B. A short time later we received an additional master caution to include the electric standby pump system B. System B hydraulic pressure indicated zero. The quantity also indicated zero. We [advised ATC]; completed all associated checklist and returned to the departure airport for an uneventful landing.Possibly the system B engine driven hydraulic pump failed resulting in the total loss of system B hydraulic fluid.


Second narrative: Upon climb out; approaching 18;000 MSL; Master Caution and HYD amber lights illuminated. Further examination showed 'Low Pressure' light illuminated for ENG 2 HYD PUMPS on Overhead Panel. Checked HYDRAULIC SYS QTY Indicators; readings showed quantity at 106% and pressure at 2870. Followed QRH procedure for Hydraulic Pump Low Pressure light. I then contacted Dispatch to notify them of the situation and decision to return. During that radio call; second 'low pressure' light illuminated for ELEC 1 pump for System B. Examination of System pressure and quantity indicated both at 0 (zero). Concluded radio call with dispatcher and notified him we were returning. [Advised] Center; reversed course to return. I took control of aircraft as PF and FO assumed PM duties. Followed QRH procedure for Loss of System B. Notified Dispatch by ACARS of return to ZZZ; asked ATC for ARFF upon landing; briefed Flight Attendants. Upon arrival for final approach; made several turns in a box pattern while completing QRH checklist and other normal procedures/checklists for arrival and landing. Notified ATC when ready to commence approach. Landed without further incident. Stopped on Runway; examined by ARFF; no signs of fire or other damage. Taxied to gate.


Synopsis: B737 flight crew reported the hydraulic system B low pressure alerted followed by the standby pump low pressure and eventually the hydraulic quantity alerted.
Date: 202112
Local time of day: 1201-1800
Location: ORD.Tower, IL
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: On approach to ILS PRM (Precision Runway Monitor) Runway 10C; at 9;000 feet MSL and given a vector to intercept LOC 10C and slow to 170 knots at approximately 30NM. We were set up and briefed for the PRM approach. ATC appeared busy and saturated. As we continued getting closer we queried Approach Control about approach clearance. We were handed off to Tower; checked in at 9;000 feet and requested approach clearance and were told 'continue'. Tower also seemed busy. We were still at 9;000 feet at around 16NM; queried again; and were given approach clearance and slow to 160 kts. We fully configured to attempt to slow down while descending to intercept the glide slope. We intercepted the glide slope at 160 kts. in landing configuration prior to RAYYY at 3;000 ft. MSL but were told to 'go around for wake turbulence'. We executed an uneventful missed approach and were vectored to an ILS 9L.




Synopsis: First Officer reported executing an ATC-directed go-around at ORD when wake spacing was lost.