elihoole/asrs-aviation-reports huggingface dataset:
Date: 201309
Local time of day: 0601-1200
Location: DWA.Airport, CA
Weather elements / visibility: CAVOK; 30
Light: Daylight
Aircraft: Beechcraft / Beech Aircraft Corp Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Airspace: Class G DWA
ATC / advisory: CTAF DWA
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Sea
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter FOD; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Truck towing a piece of farm implement drove onto the taxiway and past the runway hold bars without stopping and or looking and at the edge of the runway turned into the field to unload the piece of equipment. Vehicle had no lights; flags; or VHF radio with numerous aircraft in the traffic pattern. No effort to remove F.O.D. from taxiway/runway from the dirt on vehicle tires. The piece of farm machinery; a plow; is now next to Runway 16/34; unmarked; not NOTAMed; unlighted. Yolo County Airport is unfenced; non-gated; [and] poor to no markings identifying either taxiways or active runways. In its 68 year existence it has NEVER had a fence or gate to prevent people from walking; driving; or bicycling on the taxiways and runway. Yolo County refuses to address fencing issues. In the reporters opinion it is only a matter of time before an event takes place.




Synopsis: General Aviation pilot reports conditions and practices at DWA airport that are not safe.
Date: 201409
Local time of day: 1201-1800
Location: ISP.Airport, NY
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C ISP
ATC / advisory: Tower ISP
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Weather; Procedure
Primary problem: Procedure

Narrative: My takeoff was from full length and my clearance was; 'XXX; cleared for takeoff; make right traffic.' Since I was not told; 'Traffic you're following is' and the aircraft that took off ahead of me from mid-field was handed off to departure; I assumed that there was no one else in the pattern that would be a factor.As I turned crosswind; someone else called downwind and tower told him that the aircraft behind him just cut him off. We saw each other and took appropriate evasive action. The bases were ragged and possibly made spotting targets from the cab difficult as evidenced by the controller's subsequent misunderstanding as to my sequence and then the request that all aircraft in the pattern squawk 1200 Mode C.I could have made life easier (and safer) for everyone had I assumed NOTHING and asked; 'Where is my traffic?' or 'How many aircraft in the pattern?'




Synopsis: A pilot took off at ISP for closed pattern work and after turning downwind had a near miss with an aircraft already in the pattern which Tower had not pointed out.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: MCP
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on the arrival and in IMC; we encountered an MCP lockup.  The autopilot kicked off and the MCP went to 888's.  We could not silence the Altitude Alert.  I took the controls and flew the plan manually and released the HGS combiner.  I leveled off using the HGS.  I told the First Officer to pull out the QRH and run the MCP Lockup checklist.  The First Officer reset four CB's and the MCP restored itself.  Flight returned to normal.




Synopsis: B737 Captain experiences a MCP lockup during arrival resulting in autopilot disconnect and a continuous altitude alert.  The Captain takes control and levels the aircraft while the First Officer preforms the QRH procedure and restores the MCP to normal operation.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 20
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: On takeoff roll from grass strip on a no-wind; dry; early morning; [the] little C150 begun to pull to the right. I tried to correct by applying left rudder and brake but aircraft kept pulling to right; turned 180 degrees and stopped at right side off runway in brush. The left gear was completely detached with the rudder cable broken.

Callback: Reporter stated it is possible the landing gear had some previous damage that contributed to the control problem and subsequent failure.



Synopsis: A C150 pilot reported losing control on takeoff roll; ground looping and leaving the runway which resulted in damage to left gear.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Oil Contents Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Human-Machine Interface; Training / Qualification; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing Engine # 1 thrust reverser inoperative and on MEL. Captain is flying pilot. On the takeoff roll; after making the 80 KTS call and looking back to the engine instruments I noticed the oil quantity was at 7 QTS; I called the abnormal oil level out to the Captain. Immediately after bringing this to the Captain's attention the oil quantity was now showing 2.5 QTS and pulsing. I said to the Captain 'oil is now at 2.5 QTS.' The Captain then chose to reject the takeoff at approximately 125 KTS; V1 was 135 KTS. The aircraft came to a full stop; on the center line of Runway 36. I made the call to the Tower and notified them of the reject while the aircraft was coming to a stop. After the aircraft came to a full stop; the Captain made his PA announcement to the cabin. We assessed the situation; turned on the brake fans and taxied clear of the runway and into the ramp. While waiting for our gate and communicating with maintenance and the company the oil level was now showing normal. We returned to the gate and wrote the malfunction up in the FDML. The brake temps rose to approximately 760 degrees C and then cooled with the brake fans on. Maintenance then informed us that this aircraft had a history of this oil quantity indicator problem and the flight was canceled. After seeing the oil quantity drop rapidly to 2.5 QTS and pulsing; we believed that we had lost the oil from the number 1 engine and that an engine failure was imminent. We were below V1; so the decision was made to reject the take off. A thorough knowledge and understanding of the reasons to reject a take off above 80 KTS would have led to a different decision about rejecting at a high speed. The previous statement is a reference to myself.




Synopsis: An A320-200 Captain rejected a takeoff at 125 KTS after the oil quantity decreased to 2.5 QTS during the takeoff roll and after arrival at the gate the crew was told the aircraft history indicated a quantity indicating problem so the flight was canceled.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: SF 340B
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport; Airspace Structure
Primary problem: Ambiguous

Narrative: This was both the First Officer and Captain's first time to this airport. We had trouble picking up our clearance on the ground and were not familiar with procedures to get the clearance at the uncontrolled airport. We had to call on a phone to get the clearance and were given a 6 minute void time; which was extremely short. As we taxied out we talked to two aircraft on CTAF. One reported 10 miles out and inbound and another was taxiing behind us. The traffic that was in the pattern said that he had us in sight and said he would remain clear.  We took off and soon after our acceleration altitude we received a traffic alert from our TCAS. The traffic was approximately 2 to 5 miles in front of us and 400 feet above us. We both looked for the traffic but could not see him. We then received a RA command from TCAS to descend. We leveled off and started a descent. We then received another descend warning. I started a descent for a few hundred feet and then received an EGPWS warning to stop our decent. I leveled off as best I could to manage the two separate warnings to climb and descend. I am not sure how we could avoid this traffic conflict with out having a Controller or radar at the airport. We cleared the runway before taking it and we were talking to traffic in the pattern. We also checked TCAS before taking off.




Synopsis: SF340 Captain reports a TCAS RA to descend after flap retraction at an uncontrolled airport. The descend RA is repeated followed quickly by an EGPWS warning to; don't sink.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [In flight] I encountered a steady discharge indication on my ammeter. The voltage indicated battery power only; even though the alternator did not drop off line. In order to preserve battery power I switched off all nonessential electrical equipment. My plan was to have enough battery power at our destination for landing gear and flap extension. My fuel log reflected enough fuel on board to destination and I navigated mostly by pilotage; with an occasional GPS bearing check. Once in a while I had to turn the power back on as the main gear tires were drooping into the airflow; causing a reduction in airspeed and increase of fuel burn.The main wheels are held up by hydraulic power and will over time sag with a pressure decrease in the hydraulic system. Due to this added drag my fuel estimate over the last checkpoint showed us behind on time and I was concerned about reaching the destination in daylight. Approaching the airport I advised Approach of my alternator trouble and declared an emergency due to a potential fuel shortage. I requested a vector to the closest runway and landed without incident. After shutdown; I checked the fuel remaining and was relieved to find out that I had in fact the legal night fuel reserve left. I appreciate all the help given by ATC and ARFF.




Synopsis: C177R pilot reported a malfunctioning alternator. He declared an emergency; conserved electrical power; and continued to destination.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 2000
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On arrival yesterday we got a strong burning rubber smell in the cabin. It seemed to dissipate when we removed electrical power to the galley and cabin. We were about 10 minutes out when it started. The FA searched around but couldn't find anything wrong (expect smell) except for the CEO temp panel was warmer than normal. We wrote it up; but couldn't get the smell to come back on the ground.Maintenance came out and ran stuff for a bit and the typical 'cannot duplicate' was achieved and signed off. I was surprised they didn't bring in people to test fly it. I was with a new CA and FA for the morning. I briefed them of the prior event the day prior. We then departed this morning; [and while] climbing out of 8000 ft we started smelling it again. It would come and go but was gradually getting stronger. It was a strong burning rubber smell. The FA did not smell it in the cabin; only the FWD galley and cockpit area. No smoke but something was creating a strong burning odor. We returned immediately and landed. We didn't feel the need to put masks on nor did we declare an emergency. It was VFR and we were given an immediate clearance with vector. If conditions had worsened beyond an odor; we would have declared an emergency. For whatever reason; we couldn't get the smell to appear on the ground. Maintenance mentioned the anti-ice/windshield heat could be arcing behind the panel. We did use the anti-ice for a cloud layer; but I don't personally think that was it based on when we were smelling the odor. It was not air-conditioning related; but definitely electrical of some sort.I've been seeing numerous repeat write-ups across our fleet. I don't have the basis to say it's lousy maintenance or complicated intermittent mechanicals. However; in my personal opinion; the most serious of events in the cockpit is having a burning smell. There should have been a much more thorough inspection after the 1st time we wrote it up. Test fly it if they have too. I find it very disappointing to have something so serious; just signed off so easily. And sure enough; the burning smell magically reappeared 5 mins after departing. It's frustrating to have repeat write-ups but this is the type of stuff that kills people. The maintenance people need to be absolutely sure they find the problem and fix it the first time.




Synopsis: Falcon 2000 First Officer reported experiencing a strong 'burning rubber' smell on two consecutive flights. Maintenance was unable to find the cause.
Date: 201507
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Wing Fairing
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While cruising at 28;000 feet and an estimated 300 KIAS; the left wing rubber seal located on the top of the wing root came loose causing a loud and rapid onset vibration. I immediately reduced power to slow and we determined that a divert was the best course of action to take. I made a slow speed (approximately 200 KIAS) and mild rate of descent which resulted in an uneventful landing.The post flight inspection initially did not reveal any damage to the rubber seal; only after fairly close inspection were we able to see the seal had come loose about half way back from the leading edge. The seal separated for an estimated 3 feet; but without airflow over the wing; it appeared nearly normal.My suggestion is to pass along to other Hawker crew members that a very close inspection of the seal may be in order to determine if it is still entirely secured to the wing.




Synopsis: HS-125-800XPC Captain reported the left wing rubber wing root seal came loose in flight.
Date: 201903
Local time of day: 1801-2400
Location: ZAU.ARTCC, IL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Second aircraft: A321
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While working JOT alone; I saw two aircraft; Aircraft X and Aircraft Y begin to flash in Logan's (34) airspace. The conflict alert was going off east of OXI in their airspace. With the aircraft 'flashing' a speed was placed on Aircraft X to go fast; but no speed was assigned to Aircraft Y in the rear. Then LOGAN starting to hand off both aircraft to me at JOT; while they are both flashing with the conflict alert. I placed a J-ball on the front aircraft; Aircraft X and Aircraft Y was on and bouncing in and out of the J-ball. Both aircraft continued to flash as they came closer to my airspace. The speed was then taken off of Aircraft X as they continued to flash. The LOGAN Controller then called on the land line for a hand off on both aircraft and I proceeded to explain that both aircraft were coming together and he needed to resolve the conflict. He responded that they were diverging. They were not; they were maintaining the same speed on or less than 5 miles separation. I requested the back aircraft be turned out 15 left to insure separation. He complied; and I took the hand off on the first aircraft Aircraft X. The LOGAN Controller shipped Aircraft Y; the back aircraft; without a hand off.This was an incredibly dangerous and unnecessary situation; separation was not lost.I believe the LOGAN Controller should be asked why he failed to resolve the conflict and how he would react if another sector were to hand him the same situation. This controller has been notorious for reporting other controllers for doing anything minutely averted from the specified requirements per the 7110.65. This event shows an immense amount of hypocrisy on the part of the LOGAN Controller. To give another controller that situation is un-called; un-professional and dangerous. This should be investigated.




Synopsis: ZAU Center Controller reported an airborne conflict resulting from inadequate handoff procedures.
Date: 201402
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B737-800
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: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We noticed the left engine quantity at three quarts with a box around the engine instruments. We sent an ACARS to Dispatch and Maintenance letting them know what was going on. The Captain; as Pilot Monitoring; reviewed the QRH to look for any low oil quantity procedure but did not find one. While doing that the oil quantity dropped to two quarts and the oil temp began rising and the oil pressure falling. At that time we decided to run the QRH procedure for a precautionary engine shutdown in-flight. After discussing it with Dispatch we decided to the nearest suitable airport in time with favorable weather. We configured the aircraft per the procedure and landed without further incident.




Synopsis: A B737-800 flight crew performed an in-flight shutdown of the left engine following receipt of a low quantity warning; rising oil temperature and lowering oil pressure. They consulted with Dispatch and opted to divert to the nearest suitable airport where they landed without incident.