elihoole/asrs-aviation-reports huggingface dataset:
Date: 201308
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: DC Battery
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying; Relief Pilot
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was awakened from the bunk approximately 3 hours into my rest and called to the flight deck by the Captain. Once we opened the bunk door there was a strong acrid metallic smell in the cabin. Most likely Potassium Hydroxide (Toxic) fumes from the main battery. Once on the flight deck I and the other IRO were apprised of the situation. Fumes and the main battery discharging with a list of associated system failures. The two IRO's started looking for alternate airports. There were not a lot of options. The closest was not a good option; but with Dispatch and Maintenance concurrence we agreed on ZZZZ airport with another airport as a backup in case the weather went south. At this point we told ATC that we were changing our destination to ZZZZ. Landed overweight smoothly. APU would not start. No nose wheel steering. Towed to hard stand. Passenger got off. Crew and FAM's spent 8 hours waiting to deplane. FAMs required [staying] on AC until next day.


Second narrative: Enroute the main aircraft battery started to overheat and discharged. This lead to multiple systems failures. Non normal checklists were completed. An emergency was declared and the flight was diverted to a suitable airport in ZZZZ. Landing was without incident and the aircraft was towed to the ramp.


Synopsis: B777 flight crew reports a main battery overheat and discharge causing multiple system failures and fumes in the cabin and flight deck. Flight diverts to a suitable alternate.
Date: 201702
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Airspace: Class A ZDC; Class E ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Fatigue; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy; Staffing
Primary problem: Staffing

Narrative: The Supervisor noticed that the controller working Sector 36's shift ended. He immediately informed me; the controller working Sector 27; that he intended to combine Sectors 36 and 27 and I would be working both sectors combined. I did my part to combine the sectors and relieved the R36 controller. I then proceeded to work the two sectors overloaded for about 25 minutes. The sectors had a combined 25 aircraft in them during one 15 minute period when the maximum MAP value for that combination is 15 aircraft. The Supervisor's hasty decision to combine the sectors to avoid having to pay holdover overtime to a controller led to a potentially unsafe situation.The Supervisor should have anticipated when the R36 controller's shift ended and found a way to relieve him that didn't involve heavily overloading the combined sectors. He could have paged a different controller to relieve that controller or opted to use holdover overtime to keep a controller past the end of his shift. Instead; he chose the least safe option; and overloaded two combined sectors. This is a standard practice in this area and is especially common with this particular supervisor. When I asked him about his reasoning; he informed me that he was too busy with administrative paperwork and his emails to monitor the operation closely. This is also a safety issue; as the Supervisor's primary duty is to manage the operation effectively. The Supervisor should receive skill enhancement training in his duty priorities as well as properly managing controller workload.




Synopsis: ZDC Center Controller reported sectors were combined as a shifted ended causing the sector to be overloaded above the designated traffic limit for that airspace.
Date: 202106
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Flight conditions: Marginal
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZID
ATC / advisory: Center ZID
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter VFR In IMC
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During climbout from CVG; we were given a climb to 13;000 feet and cleared to WADAL intersection. Passing out of 9;000 feet (climbing at 1500 feet/min) we were told to contact Indy Center on 135.57. We checked in with Indy Center (135.57) and stated we were climbing to 13;000 feet. Passing through about 10;000 feet; the TCAS gave an aural TA warning and the display popped up on the MFD.  It showed an aircraft 800 feet above us descending at our 12 O'clock position towards us (about 6 miles out). At the same time; Indy center issued a turn 15 degrees to the left. Simultaneously we got a descending RA (indicating 2;000 feet/min down). I commanded my OE student to immediately disconnected the A/P comply with the RA; which he did. As we were descending per the RA; we visually acquired the aircraft as it pop out of the clouds at about 200 feet above us. It passed off our right side and directly over us. This appeared to be low wing aircraft; single engine type. This aircraft was squawking 1200 and appeared to be VFR.  They nor Indy Center were not controlling this aircraft at the time. I did speak with the Indy Center manager afterwards; he was unaware at that point what had transpired.Cause - VFR aircraft not controlled by ATC and flying in the clouds without an IFR clearance.Suggestions - I learned the importance of always complying with TCAS instructions in an expeditious manner. Had we not done this and utilized our training; it may have ended poorly.




Synopsis: Air carrier Captain reported an NMAC with a VFR small aircraft during departure from CVG airport.
Date: 201409
Local time of day: 0601-1200
Location: LGA.Airport, NY
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B LGA
ATC / advisory: TRACON N90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: AT 7000 feet on MILTON STAR we were cleared to descend to 3000.  We began descent and were told to turn left 15 degrees.  We saw a target on TCAS and visually confirmed we were turning and descending away from the target.  The traffic triggered a descend RA.  The first officer flew the procedure per SOP which matched what we were already cleared to do.  We did not have to deviate from our clearance.  We continued with an uneventful landing at LGA.


Second narrative: Got a TCAS TA and while visually looking for traffic we received clearance to descend to 3000 feet.  We began descent then we were given 'turn left 15 degrees' by ATC. Received TCAS 'descend' RA and I expedited descent and followed commands on PFD. I saw the aircraft passing by our right wing and approximately 400 above us.


Synopsis: A B737 inbound to LGA on the MILTON STAR suffered an NMAC with an unidentified aircraft while complying with an ATC clearance followed by TCAS TA and RA alerts.
Date: 201512
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Environment - Non Weather Related; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: During descent water dripping from Captain's side window on EFB causes it to randomly switch to unwanted display modes during critical phases of flight. Condensation from window frame drips on EFB. It is mounted in a very poor location where the lower corner interferes with captains left leg during landing. It covers the rudder height adjustment switch and condensation drips on it during descent.




Synopsis: The ERJ Captain reports that the EFB is installed in a poor location that is subject to water damage among other things.
Date: 201604
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Equipment Problem Dissipated; General Evacuated; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During preflight a single pop sound was noted along with a noticeable change in the sound of airflow in the flight deck. Very shortly afterward smoke was observed entering the flight deck from the air vents. The packs were selected off and after a short period of time smoke was still observed entering the flight deck. The recirculation fans were then selected off.The odor of the smoke did not appear to be an acrid electrical smell. The smoke did not diminish and the packs were reselected on. When the packs were reselected on; the level of smoke intensified. The packs were immediately selected off and all personnel were advised to immediately exit the airplane. Crash Fire Resource (CFR) was notified and the aircraft was completely depowered.CFR arrived at the aircraft and began the process of finding the source of smoke in the cabin. The onboard mechanics sourced steps and opened the APU access doors as the APU was suspected to be the source of the smoke. When the APU access doors were opened; large volumes of smoke poured out of the APU compartment. CFR examined the APU compartment for evidence of fire and no fire was noted. The aircraft cabin doors were opened to vent the smoke in the cabin. CFR released the plane back to the crew.




Synopsis: Captain reported malfunction of the APU at the gate resulting in smoke throughout the aircraft. Crash Fire Rescue (CFR) was called while personnel left the aircraft. APU was shut down.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft rolled on the runway and the pilot flying applied full power. After rotation; engine began running rough and the airplane was climbing at 100 FT/min. The airplane climbed to 400 FT over the runway and stopped climbing. Engine continued to run rough and Instructor on board decided to return for a landing on the active runway. The pilot flying turned right crosswind; and the Instructor advised the Tower that the airplane had trouble climbing. We made right traffic at 400 FT and made a short approach; landing on the active runway. The aircraft landed safely and taxied to a maintenance facility.




Synopsis: A C-150 engine began running rough after rotation permitting a 100 FT/minute; so the pilot turned downwind at 400 FT to land on the active runway while the Instructor advised ATC about the flight's difficulty.
Date: 202006
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Company Policy; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I was assisting [the] purser during boarding by welcoming customers and distributing small hand wipes sanitizer. I was there until only [a] few customers were left to be boarded and I told [the] purser that I'm going to do my exit row verification-briefing. As I walked there a passenger that was standing on the isle row 10 approached me and asked if she can have one of these open seats on row 10 D; E; F instead of sitting between two people. I told her to sit on her assigned seat while I go check on CSR at the front if we can accommodate her request. I proceed to the front door; CSR wasn't there so I spoke to purser about the customer request and went ahead and accommodated her request. After talking to her; I walked past by my exit row without briefing my passenger. As I was sitting on my jump-seat doing my silent review; I realized that I was supposed to do my exit row-briefing. As soon as we reach 10;000 feet and were cleared to get up; I went straight to my exit row and apologize to our customer and did my exit row verification-briefing and informed purser and other crew member. I know it is not an excuse [but] we were busy and it slipped my mind. I promise to do my best and to be extra careful.




Synopsis: Flight Attendant reported not completing the exit row briefing until airborne because of distraction caused by moving a passenger to a different seat.
Date: 202103
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Weather elements / visibility: Clear; 30
Light: Night
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Inflight Shutdown; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was sitting in the right front seat of Aircraft X from ZZZ to ZZZ1. Aircraft X was at FL450 and just received instruction to descend at maintain Flight Level 240 over I believe ZZZZZ. As the Captain pulled the thrust levers back approximately 3/4' Aircraft X was vacating Flight Level 450 and started to descend; I watched the number two engine N1 and N2 continue to decrease while the number one engine N1 and N2 remained consistent with the selected thrust lever position. The Captain immediately noticed this at this time and I grabbed the emergency checklist book and opened it up to 'loss of engine at altitude during flight'. I read off the items listed and the Captain completed all the listed tasks. Once those were completed; I read off the items for restarting procedures. Upon reaching Flight Level 250 the engine was restarted and the flight continue to destinations; ZZZ1 and landed without incident or any other anomaly. The take away from this experience was; that in any event such as this; it is extremely important to have the cockpit organized and know where specific checklist items are in case there is a need.




Synopsis: CE525 pilot reported an inflight uncommanded engine shut down and subsequent engine relight; and continued to destination airport.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Global 6000 (Bombardier)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending on the ZZZZZ STAR into ZZZ told to descend via and to plan [Runway] XXR and the ASEL had 6;000 feet selected. I programmed the ILS XXR off of ZZZZZ1 which had 10;000 feet. as lowest altitude. A DISCONTINUITY separated the two. ATC queried if we were descending on the STAR just shortly after a level off above or at 10;000 feet just before ZZZZZ2 and we began a discussion why it wasn't continuing a VNAV decent to be below 9;000 feet at ZZZZZ2. We also simultaneously received two large ATC assigned speed reductions right around this time. We weren't able to make ZZZZZ2 BELOW 9;000 feet with the VNAV not keeping us on the path and the two drastic ATC slowdowns. We advised Approach Control that we missed it and that the crossing at ZZZZZ3 would be tight. We lowered gear and brought flaps in and were close to the required altitude at ZZZZZ3. I delved into trying to determine why the VNAV failed to descend below 10;000 [feet] on its own. I then determined it to somehow be related to the 10;000 [foot] minimum altitude between ZZZZZ1 and ZZZZZ4. I was later made aware of how this had been discussed in a safety bulletin. I have learned the FMS will look at the altitude on the other side of a DISCONTINUITY and observe it and not descend below it. I believe it's a horrible design as we often try to provide long finals with waypoint and altitude data when being vectored around on potentially long downwinds. Seems to defy the purpose of a Discontinuity. In the future will ensure approaches do not contain waypoints with higher altitudes then those depicted on the Arrival; even when a Discontinuity is present.




Synopsis: Global 6000 Captain reported FMS discontinuity which prevents crews from FMS guidance between STAR and IAP. Captain reports this as a known safety issue; and a horrible design.
Date: 202002
Local time of day: 1201-1800
Location: 3AU.Airport, KS
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G 3AU
ATC / advisory: CTAF 3AU
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Passenger
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: On the listed date and approximate time; I was conducting pattern work and landings. My wife was with me as the passenger and as I turned from Left Crosswind to Left Downwind for the runway my wife pointed out that Aircraft Y had crossed under my plane from my right and entered left downwind parallel to me and between my plane and the runway. It was at that time that the pilot made his very first radio transmission that he had entered the downwind; would take number one and 'had me in sight'. I asked him what he was doing and if he needed to get in front of me and he said that he would get in front of me to do a short approach for a touch and go and get out of my way. Prior to this radio transmission there was no radio contact with traffic in this pattern and certainly no attempt to communicate with planes or get into the normal pattern. The pilot simply flew under me; passed me between my plane and the runway; and took the number one spot. Had my wife not seen the plane and pointed it out; I would not have seen it before it gained altitude to get ahead of me.There was absolutely no reason for his action other than he had the ability to do so and obviously had no intent to use acceptable communication with other aircraft and or follow normal pattern flight for landing. No [priority handling was requested] and no warning was given as to why he was flying under me in a very maneuverable airplane; to overtake and pass my plane.This is not the first time I have observed this particular pilot display this type of flying behavior and I believe he poses a great risk to the many pilots; both experienced and student/inexperienced; that utilize this airport.




Synopsis: Pilot reported an NMAC in the traffic pattern at a non-towered airport.