elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 1201-1800
Location: AVX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On a VFR training flight to Catalina Airport; we were receiving flight following from SoCal Approach. The Approach Controller advised that there were multiple aircraft approaching Catalina Airport and to change to advisory frequency. Due to the high volume of traffic; I had the student remain clear of the traffic pattern and hold at pattern altitude; 5 NM North of the airport. Three (3) aircraft reported 45-degree entry to the downwind for runway 22 almost simultaneously.I instructed the student to continue holding until we could sequence into the traffic pattern behind the number 3 aircraft. As we continued holding with all lights on the aircraft illuminated; Aircraft Y reported entering the pattern downwind. All of the traffic was indicated on the Traffic Information Service Broadcast. As the student continued holding north; I observed Aircraft Y with the landing light illuminated climbing straight at our aircraft on about a 340 heading at our 2 o'clock position. It was converging as it appeared stationary in the wind screen. Aircraft Y did not begin to alter its course so I realized the pilot did not see us.As Aircraft Y neared; I quickly took the controls and immediately initiated a diving left turn away from the traffic. The aircraft lost separation; however; I was able to see and avoid the conflicting traffic. I am not sure if Aircraft Y was departing or arriving as it was 4NM north of the field. We sequenced into the number 3 position and landed at Catalina without complications. The problem arose when multiple aircraft began converging on Catalina Island on a [busy] afternoon. The traffic pattern and CTAF became congested very quickly. In the future; when multiple aircraft are arriving; I will hold 5-10NM away from the airport and wait until the pattern clears. Additionally; I will maintain see and avoid scanning procedures; monitor TIS-B; and monitor aircraft position reports broadcast on CTAF.




Synopsis: C172 instructor reported an NMAC while holding outside of the traffic pattern waiting to get in.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Second aircraft: A320
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Heavy B767 was landing roll Runway 25L; an A320 was emergency aircraft inbound 7 miles in trail of the Heavy B767; however the A320 was landing inboard Runway 25R. Subsequent aircraft an E135 was behind the A320 on a Visual Approach Runway 25L. The A320 landed without incident regarding emergency status; however the wake turbulence minima (5 miles) was not adhered to. I was unaware at the time of this scenario unfolded that separation was lost. Subsequently; I was told later that there was more then 4 but less then 5 miles with A320 landing behind B767. The role I played was that the emergency aircraft land and not be sent around. In hindsight; the Heavy; lead aircraft; should have been taken off the approach to avoid any conflict or question as to spacing regarding wake turbulence. This is a task I've performed numerous times without incident.




Synopsis: TRACON Controller described a loss of heavy separation when an emergency aircraft landed on a parallel runway without the required separation.
Date: 201211
Local time of day: 1801-2400
Location: C90.TRACON, IL
Weather elements / visibility: Haze / Smoke
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B ORD
ATC / advisory: TRACON C90
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ORD was on West Flow triple Simultaneous approaches and I was working the North Runway 27R; visuals. It was hazy and somewhat difficult to see the airport but everyone was seeing the traffic to follow. I turned Aircraft X base and descended to 30 and told him to report the field or the traffic in sight. His reply was 'Too hazy to see the field and to way much traffic to call in sight' so I turned [him] left to a 060 heading and climbed to 40 to go out for the instrument approach. I lost separation with Aircraft Y on the ILS to 27L when I turned Aircraft X to the left. It was a complex situation running visuals because the pilots had to see the traffic they were following and really couldn't make out the airport because of the haze. It was very labor intensive to run visuals like this and is much more efficient for the user; however I should've went out for the ILS sooner. My biggest mistake was turning Aircraft X to the left instead of turning to the right. I thought I had enough time to make the turn as Aircraft X was slow and I wanted to save him some miles. Had I turned right I wouldn't have lost separation but the aircraft would've had to fly a couple miles further. Next time I'll go right!




Synopsis: C90 Controller described a loss of separation event during simultaneous approach procedures and hazy weather conditions making sighting traffic and the airport difficult for the flight crews.
Date: 201509
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other Parked pre-departure
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: This [report] is to highlight an aircraft maintenance issue. Upon arriving to the cockpit we noticed that the cockpit was much hotter than the rest of the aircraft. The cockpit temp was over 90 degrees and airflow was marginal. Just outside the cockpit it was noticeably cooler. There was a write up the previous day for cockpit temperature being hot and unable to cool. The maintenance corrective action was filters cleaned; all packs checked; and airflow was normal. There were no related EICAS or Status messages. During the walk around the relief pilot noticed there wasn't any flow out the electronics equipment bay exhaust port even though the door was open. We wrote up the electronics equipment bay exhaust fan. That would explain the much hotter than normal cockpit temperatures. Mechanic came to the cockpit and checked the maintenance messages and stated there were no problems everything was alright as if we were making up the issue. Surprised at this I proceeded to explain the issue and how the system worked. He left the cockpit and apparently went to the EE compartment. During this time; the relief pilot recalled flying an airplane with the hot cockpit and her PFD (primary flight display) subsequently failed in an over temp mode. Looking through her logbook she was able to identify this airplane as the culprit. At this point; we became very concerned as this airplane probably had been flying for over three months with an inoperative EE cooling fan during the summer months.The mechanic returned with a deferral sticker. The Captain refused to fly given the history of the aircraft and the need to replace the exhaust fan. During this time the PFDs reverted from a color background to a black (over temp) degraded mode. Apparently maintenance found an exhaust fan circuit breaker popped. Reset it and it popped again. Maintenance initiated the process to replace the fan. A follow up conversation with the Captain revealed checked with maintenance and found out they replaced the wrong fan. The input fan was replaced not the exhaust.Flight Ops needs to ensure that pilots doing the walk arounds are checking the exhaust fan and that it is blowing strongly.Maintenance needs to listen more closely to the problem presented especially if it's a reoccurring issue. It might not be the easy fix.




Synopsis: B747 First Officer reported; during preflight; discovering the electronic equipment bay exhaust fan was not working. Maintenance initially wanted to defer; Captain refused the aircraft; and then Maintenance replaced the wrong fan.
Date: 201509
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Time Pressure
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 Took Evasive Action; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The failure of the right pack at that moment of the flight (on final) with no indications of any malfunction of such equipment in EICAS led me to think that we had a serious problem in the passenger cabin.During final phase of the flight; I'll say about 2-3 miles from the runway Flight Attendant A call's the cockpit using the Emergency PA. I answer and they told me that we have smoke in the passenger cabin (I hear coughing in the background). Inside the cockpit the instruments are normal with no message as to any malfunction that may be brewing in the passenger cabin I proceeded and [advised] the tower and requested emergency services. Upon landing took high speed towards the fire trucks; stop the aircraft and ran the passenger evacuation checklist. Upon finishing this checklist and opening the cockpit door most of the smoke is gone and only an odor is present in the passenger cabin. With this new information decided to use only the main cabin door and evacuated the passenger into the ramp were they met with airport emergency personnel. Airport Emergency personnel came onboard and took over the aircraft.




Synopsis: An aircraft's right pack failed just before landing which caused the cabin to fill with smoke. A Flight Attendant indicated a cabin emergency so after landing the Captain taxied directly to emergency personnel and evacuated.
Date: 201507
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Generator Drive
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness; Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 5 hours into the flight; the aircraft electrical system became unstable with lights and systems shutting off; then on repeatedly. We contacted 767 Maintenance via SATCOM. The best we could determine is the right Integrated Drive Generator (IDG); although; not showing an EICAS warning had over temped; and was putting out bad volts and freq.  I elected to turn off the generator verses disconnecting the IDG; as that is a non-reversible action. The system stabilized. The APU had been placarded INOP by maintenance.  I acted under Captain emergency authority to attempt to start the APU to gain second electrical source as [base] advised they showed the item cleared. Two attempts were made to start the APU to no avail. Now down to a single electrical source; we made plans to divert to an enroute airport; approximately 160 mn north of our position. Approach and landing was normal and aircraft was removed from service.An operative APU would have allowed us to continue to destination.




Synopsis: A B767-300 Captain disconnected the right Integrated Drive Generator (IDG) in flight because of electrical system anomalies which the crew suspected was caused by an overheating IDG. The flight diverted to an enroute airport.
Date: 201505
Local time of day: 0601-1200
Location: JAX.TRACON, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E JAX
ATC / advisory: TRACON JAX
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I am a brand new instructor who hasn't filed a VFR flight plan in at least a decade. When I filed and told the Flight Service Station what my enroute time was going to be; I did not take into account that it was only flight time enroute; it did not include touch-and-goes at one of my airports. The problem arose from failure to add time in the pattern to the time enroute. Contributing factors include lack of experience with VFR flight plan filing; lack of experience as a flight instructor; and inattention to details when filing the flight plan. The error was discovered when I landed and called to close my flight plan. I was told I was overdue. Corrective actions include learning from the experience and being more careful about estimating time enroute. Next time I'll be more accurate and add an hour of buffer to make sure I'm not overdue. From the human performance considerations; as a new instructor I should have read about flight plans more carefully and implemented the steps in order to file and close successfully.




Synopsis: C172 instructor pilot was reported overdue when he failed to add time for touch and goes in his flight planning.
Date: 202001
Local time of day: 0601-1200
Location: ROA.TRACON, VA
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ROA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While being vectored to Runway 06 in ROA; ATC vectored us to approximately a 4 mile final for Runway 06; and cleared us for the approach at 5;000 ft.; bringing us directly over the mountains instead of down the valley. I knew it was a bad vector and too close/too high. I attempted to turn left to square off our base turn to gain some time to clear the mountains and sufficiently lose altitude. While in the turn the GPWS issued a terrain warning. I disengaged the autopilot and climbed. When clear of the mountain and safely over the valley I hand flew for a normal descent and landing without incident.


Second narrative: [Report narrative contained no additional information.]


Synopsis: ERJ-145 Flight Crew reported taking evasive action after receiving a GPWS terrain warning on vectors to an approach to ROA.
Date: 201708
Local time of day: 1201-1800
Location: HAF.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Recip Eng
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF HAF
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: An aircraft was landing runway 12. We were landing runway 30. We mistakenly put 128.00 instead of 122.8 for the radio frequency. It is a keypad system. We were making radio calls but because we were on the wrong frequency no one heard it. We landed and saw them on final. We offset to the very right edge of the runway and they went around.




Synopsis: Pilot of a general aviation aircraft reported a NMAC while landing at an uncontrolled airport because the wrong frequency was dialed in on the radio panel.
Date: 201912
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB-505 / Phenom 300
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Fuel Tank Cap
Component problem: Improperly Operated
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While preparing for a ferry flight; I opened and set the fuel panel for full tanks and while managing the single point refuel system; I noticed the safety chain on the fuel cap was broken and made a mental note to enter a writeup in the logbook. While the fuel truck was moved plane-side; the First Officer and I continued our preflight duties for a flight into a mountainous airport with deteriorating weather. The sooner we departed the better the weather would be on our arrival. This being said; we preformed what I believed to be very thorough exterior and interior preflight checks; cockpit setup; and briefings. Surprisingly ; upon arrival; I found that the Single Point Fueling Cap was missing. I immediately contacted Maintenance Control to see if there was a MEL relief for this situation and unfortunately there was none; requiring the aircraft to be AOG. I also called the FBO to inquire about or missing fuel cap. After a 10 min search the cap was found in the fuel truck where the fueler put it since the safety chain was broken. I also contacted the [Chief Pilot] to explain the situation and to ensure a 'Recovery ' was underway while my First Officer called Owner Services to do the same. Finally; although the aircraft was put into a hangar; my First Officer and I ensured the aircraft was winterized and made ready for the next crew. As the Pilot in Command; it was my responsibility to ensure the fuel cap was properly secured after fueling; and though I thought I had checked the panel a final time; I obviously failed. There is excellent training and ample SOP's devoted to minimizing unusual situations like this and can only say that that when you feel you have 'Checked' enough; check again.




Synopsis: EMB-505 Captain reported that an improper preflight resulted in the aircraft flying with a missing single point fuel cap.
Date: 201404
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climbout; the annunciator lights on my King autopilot and annunciator panel lit up; announcing an autopilot failure and pitch trim (electrical) failure. Cycling the circuit breakers did not correct this issue. I briefly noted that due to the pitch trim failure; and despite pulling the circuit breakers; the pitch trim was frozen and not moveable. I quickly depressed the autopilot disconnect button on the yoke; and this returned manual operation of the pitch trim wheel; although I needed to repeat this action several times. I promptly notified Departure (I was on VFR Flight Following at the time) of my problem and of my intent to return immediately. I did not declare an emergency; but I was greeted by Emergency equipment (i.e. fire truck) upon my safe and uneventful landing.




Synopsis: BE36 pilot experiences electric elevator trim failure during climbout with the autopilot engaged; annunciated by autopilot and trim warning lights. Once the autopilot is turned off manual pitch trim functions normally and the flight returns to the departure airport.