elihoole/asrs-aviation-reports huggingface dataset:
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While enroute through Class C on a training flight I noticed my engine running rough with an elevated [CHT] on Number 2 cylinder. I notified that I was going to return to [the] airport and started left turn to reverse course. At that time I heard a pop noise and the engine quit producing power. I declared an emergency [and] glided to an uneventful landing at [the] airport.




Synopsis: C172 pilot reported engine failure on a training flight. He glided back to the airport for a safe landing.
Date: 201711
Local time of day: 1201-1800
Location: HQZ.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D HQZ
Second aircraft: Ultralight
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On 3 mile final approach to runway 36 at about 400 feet AGL. Had the RNAV GPS approach active on the KFC200 autopilot. I looked down to look at something in the cockpit and my passenger; sitting beside me; exclaimed; 'what is that?!' I looked up and saw an ultralight aircraft directly in front of me about 30 feet below me and about 200 feet directly in front of me on my glide path. I immediately turned the autopilot off and abruptly turned about 15 degrees to the right to avoid a collision. The ultralight was a dark grayish color and my passenger said she could see the pilot as we went by. It was a very close call. I surmise that the ultralight pilot did not realize he/she was too close to the airport and in the final approach path. I reported it immediately to the Tower who warned the A36 that was on an approach behind me. Both the A36 pilot and the Tower subsequently said they then see it on radar and watched it on radar until it left Class D airspace and left the area. I heard the Tower say that it was now out of the area. A close call. Not sure what can be down to avoid except maybe to alert the ultralight pilots to stay out of the approaches to busy airports like Mesquite.




Synopsis: BE-33 pilot reported an NMAC with an ultralight aircraft on final approach to HQZ airport.
Date: 201301
Local time of day: 1801-2400
Location: DAB.Tower, FL
Aircraft: PA-28R Cherokee Arrow All Series
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Other VFR Traffic Pattern
Airspace: Class C DAB
ATC / advisory: Tower DAB
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While working LC2 when PA-28R was on the right downwind to Runway 7R he did not appear on my TDW. He flew about 3 NM before his target appeared near midfield. I notified the Supervisor who had a radar tech come to the Tower to observe what was going on as this has been a recurring problem in our facility for quite some time.[Shortly after] I had the same issue with the same aircraft. The tech requested me to have the aircraft IDENT which I did but nothing appeared on the TDW. I had the aircraft behind PA-28R on the same downwind IDENT and it was observed.




Synopsis: DAB Controller expressed concerns regarding the TDW operational capabilities; noting an example of one target not displaying an IDENT.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Wiring & Connectors
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 Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Twenty minutes after takeoff; at FL260; we received a call from the cabin that there was a loud snap; followed by sparks and an acrid smoke coming from the ceiling of the lavatory at door 2L. We were told that when the lavatory door was locked the sparks would continue; but stopped with the door lock not locked. The cabin had a good amount of smoke in it. We contacted dispatch and was patched to [maintenance]. [Maintenance] informed us that there were no CBs to pull to isolate the overhead lights of the lav. Concurrently we were running the Smoke Fire Fumes QRC checklist; and diverted back to [departure airport]. An overweight landing was accomplished in accordance with the QRC Overweight Landing Checklists.




Synopsis: B757 Captain reported returning to departure airport after a lavatory overhead light began to spark and smoke.
Date: 201302
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Procedure; Company Policy; Chart Or Publication; Human Factors
Primary problem: Ambiguous

Narrative: Upon arriving at the plane we were told we had only one position that would be loaded and taken to our destination. It was already onboard and I took this opportunity to walk into the back and take a look at the cargo. It was a pallet of lithium metal batteries all clearly marked indicating not to carry if damaged. The (approx) 2 square foot boxes were all stacked on a wooden pallet which was placed on a stack of metal airplane pallets. I noticed that the boxes were overhanging the wooden pallet by about 5 inches and were being warped around the edge from all the weight. Upon closer examination one box had actually been smashed up under the corner where you could actually put your hand up into the box about 3 or 4 inches deep. This was all I needed to see and I had the pallet removed. The boxes were obviously under stress from the fact they were hanging over the wooden pallet and being warped from all the weight. I find it hard to believe with known dangers of lithium batteries they can be loaded in such a sloppy manner. These boxes in my mind were without a doubt loaded without any special attention to their danger.  The loader immediately agreed with my concerns and removed the pallet.




Synopsis: A B767 Captain discovered damaged lithium ion batteries on stacked cargo pallets and had them removed because of the fire damage.
Date: 201912
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Halfway through boarding the FA 1 made a announcement for everyone to deplane aircraft; not to take anything with them. The smoke alarm went off and the FA 2 and myself could smell the fumes. We proceeded to start deplaning; very slow trying to get passengers off. Found out that there was confusion with the agents and they did not know there was a situation on board. FA 4 had to leave [the] aircraft to tell them there was a situation occurring which finally got the deplaning underway.




Synopsis: B777-200 Flight Attendant reported the aircraft had to be deplaned halfway during boarding due to the smoke alarm going off followed by a fumes smell.
Date: 201208
Local time of day: 0601-1200
Location: LAS.Airport, NV
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAS
ATC / advisory: TRACON L30
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: [We were] descending into LAS via the SUNST3 Arrival. [We] were given clearance to descend to 5;500 FT after SUNST. After crossing SUNST at 8;000 FT and 210 KTS [we] descended to 5;500 FT. Number 1 Com was on 135.0. Number 2 Com was on 121.5. Around KIMME Intersection noticed it was quiet for Approach and terrain was rising ahead. Heard call on Guard (121.5) to make immediate left turn heading 350 and IDENT. [We] complied with request and Captain called Approach on 135.0 as well. We never heard our call sign while at 5;500 FT. At that altitude you are behind a hill and below the 8;000 FT segment MEA. On a dark stormy night without visual conditions; the outcome could be catastrophic. It is my belief that we lost ATC contact due to low vectoring altitude.




Synopsis: Air carrier aircraft on the SUNST3 STAR into LAS experienced radio communications difficulties. The reporter noted that contact was lost because of the ATC vectoring altitude.
Date: 201707
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Second reporter function: Technician
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Company Policy; Equipment / Tooling; Procedure
Primary problem: Company Policy

Narrative: While talking to the crew chief of automotive I was told he was instructed to calibrate the oil service bowsers used to service engine oil in all aircraft with a paint bucket because they did not have the proper tooling as called out in the repair and inspection manual. They have been doing inspections on this equipment for years how did they do it? And is this going on with other tooling? Like gages torque wenches etc.They do not have the tooling to do this task from my understanding. Do the proper preventative maintenance on our tooling.


Second narrative: The oil bowsers are not [maintained] or calibrated in accordance with manuals and have been out of calibration for quite some time.


Synopsis: Maintenance personnel reported that oil service bowsers were not properly calibrated.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Model 269A/300/Osage
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Main Rotor
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had just departed ZZZ on a NW heading to intercept the transition route westbound 3-4nm NW of ZZZ cruising at 80 knots indicated at 1300 feet msl. We were given a vector to turn left 260 for traffic avoidance. Just as the left turn was initiated; the helicopter began a series of lateral oscillations accompanied with a high frequency vibration.The Low Rotor Light illuminated along with the Low RPM horn sounding. The helicopter began a rapid yaw to the left (35 - 45 degrees) and pitched up slightly. The Main Rotor Transmission Temp/Press light illuminated during this time. Collective was immediately lowered and full throttle applied with a great amount of aft cycle to try and help maintain rotor RPM.A left turn roughly 90 degrees was made toward a lighted area that appeared to be a parking lot. Upon very short final it was clear that the spot was actually a garbage truck storage area with fine gravel terrain. Due to the possibility of a run on into one of the trucks; an excessive flare was made to reduce all ground speed which resulted [in] the tail stinger contacting the ground. The helicopter came to a stop at a level attitude in a complete brown-out due to the dust on the ground. I reported no injuries and no assistance was needed. By the time I was done communicating the ordeal with Tower my student had already pulled the mixture and fuel cut off along with turning off all switches except for comms.




Synopsis: Shortly after takeoff; at 80 knots and commencing a left turn; H269C helicopter instructor pilot encountered lateral oscillations; high frequency vibrations; and subsequent Low Rotor RPM warning and Main Rotor Transmission Temp/Press light. Pilot executed a successful forced landing in a gravel parking lot.
Date: 201308
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Mission: Passenger
Aircraft component: MCP
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: 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: At FL400; all lights on MCP flashed and autopilot and autothrottle kicked off. Aircraft dipped and rolled right. MCP completely failed and autopilot and autothrottle continued to cycle on and off. Every time they cycled; aircraft would roll and pitch to grab whatever MCP thought was in it. Declared an emergency; diverted to ZZZ with no pitch trim. Rest of flight uneventful besides having to muscle aircraft a bit.


Second narrative: With a total loss of the MCP (Mode Control Panel) and ALL of its associated functions; and it intermittently coming back on then off again. Even with autothrottle and autopilot switches OFF; the system would grab control of the aircraft and attempt to trim; turn; descend; or climb to whatever status it defaulted to when powered up! Had to wrestle with the aircraft the entire descent and landed with pitch and roll excursions.


Synopsis: B757 flight crew experiences an MCP failure at FL400 resulting in erratic autopilot and autothrust operation and failure of the horizontal stabilizer trim. Flight diverts to the nearest suitable airport.
Date: 202111
Local time of day: 1201-1800
Location: JRF.Airport, HI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Climb
Airspace: Class D JRF
ATC / advisory: Tower JRF
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was conducting a training flight and was working takeoffs and landings with a student on Runway 22L out of JRF. The winds had become a tail wind so after doing a touch and go Tower instructed us on our initial climbout to fly straight out; make a tear drop entry and report established on a straight in final for Runway 4R. As we were climbing to traffic pattern altitude (800 feet MSL) I noticed some lights that I perceived to be in the distance at our 12 o'clock and at a higher altitude. Initially I thought it might be approaching traffic for 8L into PHNL as overhead traffic is a regular occurrence. As I focused in on the lights I noticed the lights descending much more rapidly than I anticipated and it became clear to me that I was on a head on course with a plane descending into JRF for Runway 4R. I took the controls and immediately made a climbing right turn to avoid traffic while simultaneously contacting Tower to ask if they were in contact with an aircraft making a straight in for Runway 4R. Tower initially said no then immediately recognized the aircraft we deviated for and called to the aircraft to contact them. The NORDO aircraft immediately responded with apologies that they never received a hand-off so they never made contact despite entering PHJR's Class D airspace. The aircraft then went around; entered right traffic for Runway 4R; and later made a downwind departure to exit the Class D to the west. We circled back to make straight in for Runway 4R to continue the flight.




Synopsis: GA flight instructor with a student reported an NMAC during climbout from Runway 22L at JRF airport requiring evasive action.  Reportedly; the conflicting aircraft was NORDO and on approach to Runway 4R.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Dusk
Aircraft: B767-300 and 300 ER
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: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute received a CABIN AUTO INOP message on upper EICAS. As AUTO 1 was placarded; we were running in AUTO 2 and switched to MANUAL. Completed the QRH checklist through to the pattern altitude step. I decided to continue to filed destination; after speaking to Maintenance Control; as we were able to control the cabin pressure in MANUAL. At a while later I declared an emergency with Center as we were going to need a 500 FPM descent into our destination. While descending; received a SPOILERS advisory message on the upper EICAS. Completed the QRH checklist and landed uneventfully. I suggest we do not dispatch aircraft with inoperative subsystems.




Synopsis: A B767-300 CABIN AUTO INOP EICAS alerted at cruise with AUTO 1 already MEL'ed so the crew switched to MANUAL pressurization control and declared an emergency while descending on the arrival. During descent; a SPOILER advisory alert appeared.
Date: 201708
Local time of day: 1801-2400
Location: STL.Airport, MO
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground STL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Upon arrival; our gate was occupied and Tower told us to hold in the Lima Pad. Using the 10-9; I did my best to find and park as designated on that page. Later; the Ground Controller queried us on our parking location and we discussed the location versus what is depicted on the 10-9 page. He said others have done the same thing.The STL 10-9 page has an incorrect location for the Lima Pad. The 10-9D Low Vis page appears to have the correct location. The 10-9B Parking gates page would be a great place to put a more detailed location schematic for the Lima Pad.




Synopsis: B737 Captain reported the location of the Lima Pad at STL is incorrectly depicted on the 10-9 Airport Diagram.