elihoole/asrs-aviation-reports huggingface dataset:
Date: 201908
Local time of day: 1201-1800
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Physiological - Other
Second reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During flight 40 minutes before landing [we] smelled odor in cabin like stinky socks. Captain called back and asked if we smelled anything and we all concurred that we did. I personally got a slight headache and had a weird metal taste in my mouth and felt lightheaded. I did not go on oxygen as we were in our descent and I was the B position and didn't feel safe to have an oxygen bottle out upon landing while I was on the jumpseat. That evening still felt dizzy and nauseous. Come to find out this had happened on the same flight the day prior. Not sure why the aircraft was put [back] flying and not inspected.


Second narrative: On descent; at about 25;000 ft; crew (flight attendants and pilots) smelled a strong odor resembling dirty socks/rotten cheese/electrical burning. Flight deck called flight attendant to confirm odor. A and D flight attendants shared a therapeutic oxygen bottle during the final decent. I had a minor headache that evening following the flight.


Synopsis: Flight Attendant crew reported odor of 'dirty sock' in the cabin approximately forty minutes prior to landing. Entire cabin crew experienced health issues.
Date: 201410
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Fog; Rain
Light: Dawn
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Center ZZZ
Aircraft component: Turbine Assembly
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During our climb out my First Officer was completing the after takeoff checklist. Upon selecting the Electronic Control Unit (ECU) mode switch to norm; the #2 engine lost all indications of torque (digital and analog); the prop dropped to about 1000 rpm; and the Inlet Turbine Temperature (ITT) was indicating in the 500 to 600 degree range. Realizing we had an engine failure; which we believed to be a turbine failure; I called for the shutdown of the #2 engine. We then declared an emergency with atc and ran the appropriate checklists. Once the aircraft was secured I notified dispatch of the event; and after consulting with them about the weather decided to divert to ZZZ to land. I then notified the Flight Attendant of the situation and that we were heading to ZZZ and also made a PA to inform the passengers. We landed without further incident. Engine gauges indicated a failure and the aircraft handling/performance supported that conclusion. The engine failed and the First Officer and I responded per our training in accordance with established emergency procedures. I called for the shutdown of the #2 engine. We then declared an emergency with atc and ran the appropriate checklists.




Synopsis: DHC8 Captain experienced a loss of torque indication; along with low RPM and ITT; when the ECU switch was placed to NORM after takeoff. The engine was shut down and the flight diverted to a suitable airport.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ2.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ2
ATC / advisory: Center ZZZ2
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Diverted; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: During the final climb phase of Aircraft X (ZZZ-ZZZ1); the aircraft experienced a high-altitude decompression event; the result of a L BLEED DUCT Master Warning and subsequent automatic left and right bleed valve closures. The crew requested priority with ZZZ2 [Center]; initiated a descent and diverted to ZZZ3 for a precautionary landing. The process and procedure of preparing and securing the aircraft for the abnormality; as directed by the appropriate priority and QRH Checklists; was complicated and slowed somewhat by a temporary vision impairment of the Pilot Monitoring (myself) due to an unknown dust or contaminate in the smoke goggle portion of the mask during donning. While climbing through FL316 to a filed cruise altitude of FL360; we were alerted to a potential bleed duct leak by a triple chime; aural 'Bleed Air Duct' and red EICAS message of 'L Bleed Duct'.I would STRONGLY suggest that maintenance inspect; clean and blow out the crew o2 masks / smoke goggles on a regular basis. These masks are checked for air pressure and operation by the flight crew every morning; but the condition and cleanliness of the actual mask is widely unknown until it is needed. The white powdery dust that blew all over my face and lap during the initial use of this very important safety gear could have been a lot worse than it was; possibly creating a crew incapacitation during critical emergency operations.




Synopsis: Captain reported a high altitude cabin depressurization event causing an immediate descent and subsequent request for expedited handling and diversion.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Situational Awareness; Communication Breakdown; Distraction
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Air Traffic Control; Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: Transitioning from the RNAV Arrival we were held high by Approach Control and transitioned to the approach higher and faster than normal. The PF had briefed the LOC with the LNAV/VNAV shadowing to a visual approach landing. At the FAF; the PF continued to configure the aircraft and started a descent that was steeper than normal. We were still in the clouds at the FAF; but broke out of the weather quickly and had the field in sight. After stopping the initial descent; and leveling off; the Tower passed a low altitude alert. PM acknowledged the alert and the PF continued inbound in level flight. In an attempt to make everything look right with the LNAV/VNAV approach; the PF focused on the VNAV and became distracted with the automation. Configuration calls slowed down and communication between PF and PM declined. When we got an automated too low flaps call; the PF called for and initiated an uneventful go-around and subsequent uneventful approach and landing.


Second narrative: In the process of attempting to engage the VNAV from a somewhat close in LOC to visual (1100 broken layer); flaps were set at 25 below 1000 AGL. Go-around was subsequently initiated.Less focus on VNAV engagement; reverting to MCP mode (vertical speed) to increase situational awareness in this situation.


Synopsis: B737 flight crew reported an ATC low altitude alert and unstabilized approach that resulted in a go-around.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Medium Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch; Landing
ATC / advisory: Tower ZZZ
Aircraft component: Tires
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: At the beginning of my rotation I let the company know that my tire was looking bad and needed to be replaced.  As PIC I agreed to continue to fly with a worn tire for a few more legs; it was an educated risk as there was still some tread showing and no cord visible from what I'd seen.We departed ZZZ headed to ZZZ1 for maintenance on a variety of items; on departure the ZZZ Tower reported a loud noise and was concerned it was our tire. There was no indication on taxi or takeoff of a bad tire and Tower didn't observe a flat tire.Landing at ZZZ1; the tire popped on landing and the aircraft had a shake to it on roll out.  Upon parking; we looked at the tire and it had exploded and thrown pieces at the lower wing surface; flap; and engine cowl; causing some damage.In the future; when a tire is looking like it needs to be replaced soon; I'll have it replaced instead of giving it a few more landings.




Synopsis: Medium Transport aircraft Captain reported flying several legs with a known worn tire until it possibly failed during the last takeoff. The flight continued but the tire shredded to pieces during the landing roll causing the aircraft to shake.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: Tecnam P2012 Traveller
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon taking off out of ZZZ at a couple hundred feet I got a CAS (Crew Alerting System) message alerting me that the RH Crew Door was open and unlocked. When I got a second to check it; it appeared closed securely to me with the handle all the way down and the door tight. Given the fact that until that moment the door was indicating closed and locked and my own observation seemed to confirm that; I believed it to be a sensor issue and elected to continue the flight. I had no further issue until I was less than a minute from landing. At this point the door came open. The door was still tight against the air frame due to the wind forcing it closed but it was clearly unsecured. I landed with no further incident and taxied to the gate.




Synopsis: Tecnam P2012 Traveller pilot reported receiving an alert for flight crew door opened inflight.
Date: 201205
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class B EWR; Class D TEB
ATC / advisory: Tower TEB
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: Initially I was told to expect the TEB ILS 19 approach and cleared to UNVIL Intersection. I was approaching UNVIL at 2;000 MSL; still a few miles out; when NY Approach asked me if I could see the airport; and when I said I could; I was cleared for the Visual Runway 19 approach. I turned right and headed straight for the numbers. The GPS indicated the magnetic bearing to TEB was 170. Since it appeared I was already on glide slope; I started the descent; keeping the forward speed up at 120 KIAS during the initial approach in order not to be a burden to local traffic; which typically includes many corporate jets. I had descended to about 1;900 MSL when I noticed a plane to my left; at my 10 o'clock; that appeared to be at my height or maybe only a few feet higher; and I estimated that we were about 10 seconds away from impact. It looked like another Cessna 172. I chose to push the nose over to get under the other plane fairly quickly; and I passed about 200 FT underneath it as it went over me left to right. At that moment Teterboro Tower called me to say I had traffic at 9 o'clock; I believe they said a mile; proceeding westbound; to which I responded that I had already seen it and dove and that the traffic was now 200 FT directly over me. Teterboro Tower said the other aircraft was not talking to them. That was that. I did not observe the other aircraft making any maneuver; so I assume it never saw me. I proceeded to land normally.




Synopsis: C172 pilot approaching Runway 19 at TEB reports a NMAC with another C172 west bound at 2;000 FT. The Tower point out came after the west bound C172 had already passed over the reporter.
Date: 202105
Local time of day: 1201-1800
Location: OMA.Airport, NE
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C OMA
ATC / advisory: TRACON R90
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Airport
Primary problem: Chart Or Publication

Narrative: Approach control cleared us for visual approach to [Runway] 14R.  I turned right; towards ZATAR; the final approach fix; and started descending from 4;000 to the final approach fix altitude; 2;400.  We observed the 2;500-foot tower and passed several miles to the north of it.  The tower is approximately 5 nm east of OMA.The transition from the Pawnee City arrival to a visual approach to 14R places the aircraft in a position where the tower is difficult to locate and is in a location where the pilot will naturally be descending towards.  Our Jepp pages do not highlight this as a potential problem.Our Jepp page that shows how the tower interferes with a right traffic pattern to 14R.  The tower is at a normal traffic pattern altitude where a downwind to base turn would be made.  When arriving on the Pawnee City arrival; and landing 14R; a preferred route around the tower for a visual landing should be shown.   Also; approach control could vector the airplane safely North of the tower before giving the clearance for the approach.




Synopsis: Air carrier Captain reported a potential tower obstacle hazard to visual approach indicating the need to highlight on OMA approach page.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: B717 (Formerly MD-95)
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
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 providing instruction on the north final to Runway 26R. We were doing visual approaches; but had to get the aircraft down and close due to clouds and visibility. The Developmental was working a situation closer to the airport with a few airplanes trying to keep them separated. The CRJ2 came over slightly high and fast; so with the cloud base at about 6;300 MSL; we had to get the aircraft down to get the airport or proceeding aircraft insight. The B717 was inbound to Runway 27L; and had not seen the airport yet and was turning into final at 7;000 FT. Timely action was not taken to put the CRJ2 into a place to do anything with him; so my Developmental was going to try and turn the aircraft toward the airport; but I instructed him to turn him to the left to pass behind the B717. Since I was providing this information; it was not done in a timely manner; and the two aircraft loss separation. Make sure that my Developmental had a plan to work the aircraft into a position and altitude that would work him into the sequence in a safe manner. I should have controlled first; and instructed after as to the reason for my actions.




Synopsis: TRACON Controller providing OJT described a loss of separation event during attempts to vector aircraft below an overcast layer for visual approaches; the reporter acknowledging a failure to intervene in a timely manner.
Date: 201702
Local time of day: 1201-1800
Location: T57.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Robinson Helicopter; Undifferentiated or Other Model
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Airspace: Class G T57
ATC / advisory: CTAF T57
Second aircraft: Helicopter
Reporter organization: FBO
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While making an initial descent toward T57 as part of solo training operations in pursuit of a Private Helicopter Rating; I received a Traffic alert for a traffic conflict at 10 [o'clock] less than 1 mile same altitude. It was the first warning or indication of traffic in my proximity that I received. By the time I located the conflicting traffic; the traffic was less than 1/2 mile and on a converging course. I did not want to turn away from the conflicting traffic and risk losing sight of the traffic; so I began a climb while watching to ensure that the conflicting traffic did not climb also. It appeared that I would pass over the traffic and was unclear if the conflicting traffic began a descent. Based upon when I lost sight of the conflicting traffic; I estimate that I passed directly overhead of that traffic with a vertical separation of approximately 300'.Once clear of the conflict; I continued my descent for the helipad at T57. I'm not sure if the conflicting traffic had just popped up on the Traffic Alert display immediately prior to giving the aural warning. Usually the Traffic Alert will turn a target yellow and provide additional time to locate the traffic. In this case the warning proved sufficient to avoid a collision; but insufficient to maintain the desired vertical separation.Additional factors were the relatively low-time in category and proximity to the helipad which caused my attention to be focused on finding the helipad and reduced my traffic scan area.




Synopsis: Helicopter pilot reported a NMAC with another helicopter at T57.
Date: 202004
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Dawn
Aircraft: EMB-505 / Phenom 300
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: TRACON JAX
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Workload; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: While on cruise at FL450; overhead the severe front that was crossing the Southeast on [date]; passing in between two thunderstorms with tops at FL460; we briefly went through turbulences (moderate to borderline severe) which resulted in a climb to 45;150 ft.; immediately followed by a descent to about 44;550 ft.; at a rate of about 750 fpm. The Captain who was the flying pilot immediately took corrective actions. With sky clearing below us as we were just passing the tops of that front; we immediately asked JAX Center for lower and were assigned FL400. during the communication JAX Center asked if we had experienced turbulences due to the proximity of the thunderstorm because they were showing an altitude variation on their radar. We confirmed that we had experienced turbulences and did a PIREP. Avoid getting close to a thunderstorm overhang especially at such an altitude but there was not much signs that we would be experiencing such turbulences because the 2 storms were further than 20 NM from our path.




Synopsis: EMB-505 First Officer reported an encounter with moderate to severe turbulence that resulted in an altitude deviation.