elihoole/asrs-aviation-reports huggingface dataset:
Date: 201307
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Approach was vectoring us to a visual approach to Runway 28L at SFO. We reported the two aircraft in front of us in sight and were told; 'Follow those two heavy aircraft; cleared visual to 28L.' Shortly after receiving that clearance on a 14-mile left base; configured Flaps 5; we encountered about three seconds of wake turbulence. Focusing on my spacing from the two heavies; and not wanting to tuck in behind them too close and encounter more turbulence; I turned off the autopilot and hand flew the aircraft through final to increase our separation. I was unaware that an Airbus was just slightly behind us on a visual to Runway 28R. As I went through final; I heard a TA followed soon after by a 'Descend' RA. I began what I thought was an adequate descent as I turned back to runway centerline; but in about five seconds heard a second 'Descend' RA and then a 'Clear of conflict' shortly thereafter. Just as the first RA went off; ATC gave us a traffic position on the other aircraft. Established back on centerline by eight miles out; we configured for landing and completed a normal approach and landing. If I had announced my intentions to delay my turn to final to the pilot not flying; he might have been more alert to possible conflicts with traffic to 28R and given me a heads up. Rather than allow myself to fly through final; a better option to avoid further wake turbulence would have been to fully configure early and advise Approach of our intentions.




Synopsis: B737-300 Captain encountered wake turbulence in trail of a heavy on approach to RW 28L at SFO. Reporter deviated from course to avoid the wake and triggered an RA from traffic on approach to RW 28R.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Distraction; Confusion; Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: After returning from a pattern lesson at an uncontrolled airport; student pilot calls the Tower Controller for touch and goes. Student pilot has a hard time reading back the response. The instructor pilot found this amusing; but took over the communications for the student. Instructor pilot believes the instruction from Tower was to enter left traffic for Runway 16. Upon reaching the departure end of Runway 16 the instructor pilot noticed an airplane coming directly for them and dove down and right to prevent a collision. Tower then informed us that the instruction to enter the pattern was right traffic; Instructor pilot still believes the instruction was to enter left traffic. Possible cause was not paying close attention to entry instructions. We were cleared to touch and go then left traffic. On the upwind there was a helicopter that was crossing the departure end of the runway as we were on the departure leg. I estimate that the distance was .2 NM horizontal and less than 500 ft separation. We were not even 600 ft AGL at the time.




Synopsis: C172 flight instructor reported a near miss with another aircraft on take-off.
Date: 201503
Local time of day: 1801-2400
Location: N79.Airport, PA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Night
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Center ZZZ; TRACON ZZZ; Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Inflight Event / Encounter Bird / Animal
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Upon take off roll the plane was at 70 mph. I had added 10 mph to rotation speed to account for gusty right crosswinds. 4-5 deer ran directly in front of the airplane. I rotated and was able to climb over the deer. There was an audible thump but no physical sensation of impact.I reported to approach upon initial contact with them that we had experienced a deer strike with the landing gear but that we did not suspect significant damage. The airplane was flying without any difficulty. There was no indication of a prop strike. I elected to continue the planned flight to [destination]. [Destination] was the nearest airport with emergency services available on the field. N79 is unattended at the hour of this incident. Approach; Center and [Destination] tower coordinated my request and rescue vehicles were present at the end of the flight. I landed the plane without incident. A mechanic evaluated the landing gear and found no damage. A tuft of deer hair was wedged into the wheel pant.




Synopsis: Small aircraft pilot reported hitting a deer on takeoff at N79.
Date: 201411
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The fueler began fueling the aircraft immediately upon arrival; even though the passenger loading bridge was not placed up to the aircraft for approximately five minutes. Had an incident occurred; there would have been no egress possible from the plane; resulting in loss of life as well as damage to; or loss of; the aircraft. The fueler was also observed blocking the deadman [control] open and not adequately monitoring the gauges during the fueling process.




Synopsis: Reporter observed aircraft fueler failing to use proper SOPs during fueling.
Date: 201909
Local time of day: 0001-0600
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Cooling Fan; any cooling fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X; departed ZZZ normally and reached cruising altitude without incident. 30 minutes into the flight; we observed a louder than normal humming and vibration coming from below the flight deck. At about 1 hour into the flight; the humming and vibration tone would momentarily lower; as if an electric motor was struggling; followed shortly by an electric burning smell. The sound and smell would resolve in seconds. These episodes happened 3 times until it the tone of the hum dropped permanently; followed by much stronger and persistent electrical burning fumes. We donned oxygen masks; [advised ATC]; and informed ATC that we were diverting to ZZZ1. A minute later we received an ECAM caution for VENT EXTRACT FAULT.ATC gave us a heading to fly and a descent towards ZZZ1. Pilot Flying prepared for the approach while Pilot Monitoring performed Smoke/Fumes/Avionics Smoke QRH procedures. Pilot Monitoring also performed Overweight Landing QRH.ZZZ1 Tower cleared us to land [Runway] XXL and we touched down and stopped on the runway without incident. We were inspected by Crash Fire Rescue by thermal cameras to determine if we had a fire or other threat coming from the avionics bay. They reported there were a 'few hot spots' but nothing they deemed dangerous.We cleared the runway and proceeded normally to the gate.It was determined by ZZZ1 Contract Maintenance that the Avionics Bay Extract Fan had seized and was the source of the noise and fumes.There is a noticeable trend of MEL and NEF items on these aircraft. These airplanes need more thorough maintenance checks and adequate time on the ground to find preventable failure points like this.




Synopsis: A319 Captain reported executing a diversion due to electrical burning smell accompanied by an apparent Avionics Exhaust Fan failure.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [After] departing radios & avionics ceased to operate. Initially I was able to hear; with a lot of static; Tower but unable to transmit. After verifying that all circuit breakers were in position; toggling avionics switch and master switch; I was able to bring back the secondary radio without any static (Navigation radio) and tune it to Tower and communicated that I was having radio issues with my primary radio but would be able to return to my home airport; a towered class D airport; on the secondary radio.  Shortly thereafter all electrically operated instruments ceased to function causing me to deviate; by using ForeFlight on my iPad; to a non-Towered airport. However; flying a low wing aircraft while attempting to lower the landing gear; there was no visual indication; nor any indicator lights; that the gear had gone down and locked (even after using the emergency gear deployment) causing an aborted landing and holding at 1;000 to 1;500 ft AGL to the NE of the field.  As my mobile phone was connected to my headset; I located a cell tower where I could contact Ground Service and; after a few dropped calls; was given the direct phone number to the Tower. After dialing the Tower number; I was able to reach them; [advised ATC] and to explain the situation. It was agreed that I would continue to fly to [a local landmark] and contact the Tower again after arriving there. Upon arriving; the connection with the Tower was re-established via mobile phone and I was instructed to fly to runway for the Tower to both verify that the landing gear was down and to give me landing clearance via a tower operated light gun.  While on final; preparing for a low fly-by along the runway so the Tower could examine the under-carriage situation; I was given steady green light from the tower; indicating that I was cleared to land. Upon landing; I proceeded to taxi clear of the runway and then; after given a flashing green light from the tower; continued to my hangar.




Synopsis: PA-32 pilot reported landing safely after loss of all electrical power.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Flight phase: Climb
Aircraft component: EICAS/EAD/ECAM
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight; Taxi; Pre-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Went through Immigration and conducted an aircraft swap. New Swapped aircraft experienced maintenance issues from power-up which included No Dispatch and front landing gear door opened. Maintenance was called and all was resolved. Pushed back for the second leg; only to be presented with Erroneous EICAS messages which included the following : FLT CTRL NO DIS PATCH; A/T FAIL; AP FAIL; AVNX Modular Avionics Unit (MAU) 3A FAIL; NO DISPATCH; ADS 3 FAIL; SPOILER FAULT; APM FAULT; F/D FAIL FMS 2 FAIL; STALL PROT FAULT; AUTO CONFIG TRIM FAIL; YD FAULT. These messages were presented about 5 times of which were during the start of engine 1 and engine 2; and the shutdown of the APU; and 2 subsequent times. This messages led to a return to gate and a subsequent delay. During this time Line Maintenance was called to the aircraft and an engine run-up was performed. The aircraft was signed off and returned to service. Pushed from the gate and taxied a second time to the runway. On the Takeoff roll after the VR call EICAS messages presented themselves once more along with a master caution. These messages included the following: AVNX MAU 3B FAIL; A/T FAIL; AVNX MAU 3A FAIL; ADS 3 FAIL; SPOILER FAULT; DATALINK 1 FAIL; ENG TLA TRIM FAIL ADS 4 SLIPCOMP FAIL; FMS 2 FAIL AND AUTO CONFIG TRIM FAIL. At the captain's request we advised ATC and proceeded back to the field. After landing; all the previously stated EICAS messages were still all present with the addition of ENG 1 AND 2 NO DISPATCH; LG NO DISPATCH AND FLT CTRL NO DISPATCH and 2 circuit breakers on the MAU 3 had been tripped. After arrival at the gate; we contacted line maintenance once more; and we were advised that the aircraft was grounded.




Synopsis: EMB-175 First Officer reported a Modular Avionics Unit 3A and 3B failure causing numerous false EICAS messages. Flight returned to the departure airport.
Date: 201511
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Light: Daylight
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower PHX
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I was the PF and was about to flare. The aircraft suddenly started aggressively banking from side to side. I was unsure why it was doing that and tried to level the wings. I was so distracted with the banking that I did not flare. The Captain told me the banking was due to wing tip vortices/wake turbulence. He wrote the event up as a hard landing for maintenance to review.Better situational awareness and preparation to deal with wake turbulence [is suggested].




Synopsis: Air carrier First Officer reported a hard landing when he encountered wake turbulence right before flaring at PHX.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dawn
Aircraft: Beech 1900
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Caravan Undifferentiated
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Confusion; Communication Breakdown; Situational Awareness; Distraction
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was descending out of 6;000 FT on a 120 heading approximately 16 miles from the my destination VOR; when ATC issued me a traffic advisory for a Caravan at my 2:00 position at 10 miles; climbing out of 3;500 FT; headed northbound. A few moments later the Caravan pilot reports me in sight. My TCAS showed a target at my 2:00 position and 2;000 FT below me. As I approached 5;500 FT; the Caravan is now at my 1:00 position at 5 NM. As I approach 5;200 FT my TCAS issues a traffic alert; so a initiate a climbing right and turn to the south. At 5;500 FT I witness the Caravan pass 200 FT below me. I asked ATC whether the Caravan was IFR or VFR. They responded VFR. ATC instructed me to switch to the CTAF. I informed ATC that the Caravan pilot didn't seem to initiate any type of evasive maneuvering to avoid a conflict with me.




Synopsis: An IFR BE-1900 and a VFR Caravan had a near miss at about 5;200 FT after the Caravan pilot reported the BE-1900 in sight but took no evasive action.
Date: 202201
Local time of day: 1801-2400
Location: DEN.Airport, CO
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload; Human-Machine Interface; Distraction
Anomaly: Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Software and Automation
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: When we checked in with D01 Approach Controller he informed us of some GPS and ADS-B failures occurring near DIA; presumably from 5G interference.  About the time he cleared us for the ILS 35L Approach (23 miles out); both of our GPS's failed; which I reported to him.  When he switched us to Tower at 20 miles; our transponder failed as well; which I also reported.  We landed without event and the failures corrected themselves on the ground.




Synopsis: Air Carrier pilot arriving DIA reported GPS failure.
Date: 201206
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Aircraft: Cessna Citation Undifferentiated or Other Model
Operator: Fractional
Operating under: Part 91
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Aircraft component: Flight Director
Component problem: Design
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: After departing Runway 24 from TEB on the RUUDY2 departure; we were tracking to intercept the 260 course to WENTZ Intersection; the autopilot was not engaged. The course came alive to intercept the 260 course but the flight director did not begin its turn to course until after we went through the 260 degree course; we began our turn to re intercept the course to WENTZ Intersection. Departure Control issued a heading and altitude which took us off the departure procedure and ATC vectored us for the remainder of the climb.




Synopsis: Citation Captain reports overshooting the turn to WENTZ on the RUUDY2 departure from TEB. The 260 course 'came alive' but the flight director did not indicate the turn until passing through the course. ATC issued vectors for the remainder of the departure.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: King Air C90 E90
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon post flight and securing aircraft it was discovered that the right engine intake plug was in the right intake wedged in the ice vane.  As I reviewed the flight after discovering the plug; several things were noted.  Start temperature on the right engine was 670 degrees (still within start limits); battery voltage was 23.0 volts.  Start temperature on the left engine was 530 degrees.  Takeoff temperatures and performance were within normal limits.  It was noted that during all phases of flight the right engine ran 100 degrees hotter than the left but no more than 600 degrees.  Left engine during all phases of flight ran approximately 500 degrees.  Cruising altitude was 11;000.  No temperature excursions were noted in the right engine that were out of limits.  When I looked at the intake plug it was wedged longitudinally in the ice vane.




Synopsis: King air pilot discovers post flight that the right engine intake plug was in the right intake wedged in the ice vane.