elihoole/asrs-aviation-reports huggingface dataset:
Date: 201502
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Workload; Time Pressure; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: 40 miles from our destination at 12000 feet in descent received Avionics Smoke Alarm.  Declared emergency and landed Runway 06R. Avionics Smoke Alarm activated in my opinion due to water/melted snow that entered aircraft while on ground loading at flight origin.The ground crew did a good job of removing snow off the cans but in blizzard conditions with high winds and blowing snow it is near impossible to keep all snow out of the aircraft.


Second narrative: Avionics smoke indication about 45 miles south of destination around 12;000 feet; approaching level off at 10;000 feet. We [advised ATC] and landed at our filed destination. We told Approach Control we would keep our airspeed above 250 KIAS below 10;000 feet in order to expedite our arrival.


Synopsis: An A300 Avionics Smoke alarm alerted descending through 12;000 feet about 40 miles from the destination; so an expedited descent and landing were accomplished. The cause may have been cabin moisture from the previous destination.
Date: 201809
Local time of day: 0601-1200
Location: GSP.TRACON, SC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
ATC / advisory: TRACON GSP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon climbing out of GSP we were given a heading to turn to. When I banked the airplane I noticed the flight controls felt heavier than normal in roll. I checked the hydraulics page and every indication was normal along with no caution or warning messages. We were preceding to a fix just a few miles ahead so I hand flew the turn to see if the controls still felt abnormally heavy in which they did. I then tried some variations in pitch and got the same feedback in that axis. The aircraft was taking 2 to 3 times the normal input force. With the autopilot coupled I had the aileron caution icon flashing when the airplane banked left or right. The airplane was in proper trim; confirmed with the AP disconnected. I had the FO (First Officer) bring up Maintenance Control in comm 2. I was advised that the aircraft had no prior history of a heavy feel or stiff controls. I decided that a diversion due to abnormal flight controls was necessary. The QRH non-message index did not lead to a heavy or sluggish control solution. The airplane was flying stable with no degradation to the flight control feedback. ZZZ was at our 12 o'clock position and within close range so that became our diversion airport. We contacted dispatch via ACARS to notify them of the diversion and also Maintenance Control. Descent; approach and landing were routine besides the heavy control inputs. Flight diversion due to abnormal flight controls.




Synopsis: CRJ Captain reported diverting due to abnormal flight controls.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Second aircraft: Stearman
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was departing ZZZ in my C150. Two other aircraft were in the pattern; one full stop another light twin Seminole full stop taxi backs. I completed my run up and waited for the first of the two aircraft to land; while I was stopped on the taxiway holding short of Runway XX with view of standard final and base approach courses. While I was still holding short an aircraft with a weak radio asked for airport advisories to which the Seminole advised Runway XX was in use; followed by no further radio contact by that aircraft; other than asking for more airport advisories. The Seminole; next in the pattern; proceeded to go missed and upon his crosswind turn I announced; cleared both final and base legs in a standard pattern and took the runway. I began my takeoff roll and upon reaching just short of rotation speed a broken barely readable radio announces 'Stearman final'. Moments after announcing the Stearman goes by low off my right wing and turns crosswind across my nose and proceeds to turn downwind in front of the Seminole whole had to modify his pattern to accommodate the Stearman. I rejected my takeoff at rotation and proceeded off the runway. I believe that factors leading to this incident include improper radio communication and improper flight in the traffic pattern on part of the Stearman.




Synopsis: C150 Pilot reported a critical ground conflict as Stearman overflew the C150 on takeoff roll.
Date: 202004
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: ABC County has mandated Corona Virus mask wearing. The team employees work in very close proximity of each other in our tugs (less than 3 feet apart). No one on the shift wears a mask; but me. I asked when this order came out if it was going to be enforced and it was said by management that we can't force them to wear them. If you can't force them to wear masks; then how can you force me to work with them.




Synopsis: Ground employee expressed concern over being the only employee who wears a face mask and works in close proximity with other team employees.
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Regional Jet CL65; Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were cleared to taxi out for takeoff on Runway XXR via [Taxiway] 1; hold short of [Taxiway] 2. After stopping as directed; we were told to continue to Runway XXR on Taxiway 2. Around [Taxiway] 2X; a Regional Jet pushed back without warning from around gate XX or XY just in front of us. I made an abrupt stop.  My guess is they saw us stop before [Taxiway] 2; assumed we were going to stay there and prepared to push back without looking at us again. I called back to the purser to ensure everyone was okay. She stated that a Flight Attendant had hit the wall hard but was okay. We continued taxiing for takeoff.




Synopsis: B737 Captain reported an aircraft pushed back directly into their taxi path causing them to abruptly stop.
Date: 202011
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Second reporter function: Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Attendant
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Passenger boarded with hoverboard in box. Did not see until taxi out; then reported to Captain. Captain said okay to fly up to 50 grams of lithium.(?) Told him F/A manual states that PMDs not permitted as carry-on or checked baggage. Captain said their manual says they are permitted.Please clarify discrepancies.


Second narrative: During boarding; FA1 and FA4 monitored  bulkhead for items on the floor.  The hover board was not there during checks.  On taxi out; during demonstration; the board was observed.  Cabin crew notified Captain.  FA's and Flight Crew checked manuals for acceptance.  In flight attendant manual; two sections were checked. Personal PED's and hazardous materials.  The first said not allowed.  The second said allowed with limitations.   Limitations had to do with the grams of lithium-ion batteries.  Could not find  reference to the acceptable grams.  Flight crew said their manuals said the amount in hover board was acceptable .Have a notification on boarding pass that says bulkhead so the agent can brief at gate and require a briefing by flight attendants  and notifying purser before aircraft door closure.   Aligning flight crew and FA manuals with same verbiage to avoid conflicting procedures.  In flight attendant manual; be more specific under hazardous materials about what constitutes a mobility device.


Synopsis: Air Carrier Flight Attendant reported a communications breakdown with the Captain regarding whether Hoverboards are admissible as carryon baggage or check baggage.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-4
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
Second aircraft: Bombardier Learjet Undifferentiated or Other Model
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Approaching ZZZ VFR from the southwest we contacted Tower 9 miles out with the current ATIS at 2500 ft. beginning our descent. Tower gave instructions to make straight in Runway XX. On about a 3 mile final we were instructed to make a right 360 to allow for faster traffic 4 miles north to circle to Runway XX in front of us we read back the circling instructions and began a turn to the right. During this time Tower was attempting to establish communications with the aircraft on the circling approach. There was no response from that aircraft. About 270 degrees through our 360 we found ourselves nose to nose with a Lear less than 100 ft. above us on a left base to Runway XX. Tower attempted to issue control instructions but it was too late to do anything and ended up just making a sloppy traffic call; we acknowledge traffic in sight; cut power and initiated a dive while continuing our turn to the right. At the same time the Lear checked in with Tower and advised they were avoiding traffic and would make a 270 to final. Tower then instructed us to change to [Runway] XY and cleared us to land followed by a [Runway] XX landing clearance for the Lear.




Synopsis: Single pilot reported taking evasive action to avoid a mid air collision with another aircraft.
Date: 201307
Local time of day: 0001-0600
Location: SAV.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E SAV
ATC / advisory: TRACON SAV
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Confusion; Time Pressure; Troubleshooting; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Communication was lost with Savannah Approach 120.4 while on IFR flight plan to Rock Hills North Carolina. I attempted multiple times to reach the controlling agency but could not raise them. I proceeded to troubleshoot my communications by tuning in a nearby ATIS frequency and was able to receive. In an effort to regain communications I contacted a nearby Columbia Approach and was able to raise them. I was told that Savannah had closed and forgot to hand me off so I stayed with Columbia Approach. After a short time I was unable to raise Columbia Approach so I again tuned an ATIS and was able to receive. I attempted to contact multiple nearby ATC facilities but could not raise anyone so I squawked 7600 and proceeded to land in visual conditions at my destination.




Synopsis: A pilot lost communications near Columbia; SC and so squawked 7600 and proceeded to his filed destination.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Workload
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Shortly after takeoff we received a bird strike in our Number 1 Engine that caused considerable damage. Based on the engine vibration as well as the unusual noises coming from the aircraft; we determined it was necessary to immediately return for landing at ZZZ. I received priority with air traffic control and the First Officer continued flying the aircraft. There were no ECAM actions or QRH follow ups. Although there were high vibration indications as well as some initial fluctuations with N1; N2 and EGT (Exhaust Gas Temperature); the engine parameters remained in the realm of normal. Therefore; the First Officer and myself did not see any reason for shutting the engine down in flight. We landed safely; let the airport personnel do a quick inspection of the aircraft on the taxiway and then returned to the gate.It all went fairly well. There was a startle factor with this event. But; in general we followed everything we learned in training. However; I may have delegated the re-configuring of the aircraft to the First Officer a bit too soon. He did that on his own. It was all done correctly. But; I don't remember doing the normal acceleration altitude call outs. I did all the standard communication procedures to ATC; cabin crew; passengers and Dispatch. Then; rejoined the First Officer for the approach preparation. The First Officer handled flying the aircraft as well as his communication with ATC perfectly.There is nothing that I can suggest that would prevent this from happening again. We always have to contend with the hazards associated with migratory waterfowl. Always consider that as a threat during that time of the year as well as keep a vigilant lookout.


Second narrative: During takeoff approximately 700-800 feet we struck birds. We returned to ZZZ.Do not allow birds near airports.


Synopsis: Air carrier flight crew reported bird strike after takeoff resulting in a return to the departure airport.
Date: 201603
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuselage Panel
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Other / Unknown; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon arrival; the meeting technician noticed the nose gear steering cover was loose and seemed to be drooping. He checked the cover and found it to be loose. When attempting to tighten it he discovered that forward attach bracket screws had been deliberately cutoff and a sealant fabricated screw head was used in its place. At the time the loose steering cover was noticed the bolts had failed.The event was started by a routine check for a loose steering cover. This is rather common and is simply a hardware tightening process to repair. In this case it turned out worse.The person who installed the steering metering valve missed the step that asked the technician to install the forward attach bracket hardware through the upper steering plate. Apparently after the steering metering valve was installed the tech discovered his/her error. Rather than remove the metering valve to correct the error the tech opted to cut the screw heads off and use sealant to hold the forward bracket. Note the screw must be installed prior to the steering metering valve installation because there is insufficient clearance with the valve installed.The aircraft was removed from service. The steering cover was removed and the proper hardware installed. The aircraft was then return to service.I suspect that schedule pressure played a role in this event. The tech realizing his error likely feared calling the inspector to inspect the metering valve reinstallation. The time required to remove and reinstall the valve also would likely need to be explained.




Synopsis: A B737 mechanic found that a nose gear steering cover had been improperly installed using sealant instead of screws as a shortcut.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Bright sun; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: RV-9
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Distraction; Confusion
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: While in the downwind leg of the pattern working with a student; Tower cleared our aircraft number one for touch and go on. They also directed an RV9 to enter left base. The RV9 was asked to report us in sight. After several moments; they reported us in sight and Tower cleared them number two to land. We then turned base and the RV9 turned base inside of us. When we rolled our wings level; tower called the RV9 to tell them they had turned inside of our turn. The RV9 was then cleared to land number one; however; he had already entered an evasive 180 degree turn to his right and when I gained visual contact again; he was directly above us with less than 200 feet separation. We were unable to maneuver evasively at our low altitude but he was able to pass over us with no further conflict.




Synopsis: C172 instructor pilot on short final reported an NMAC.