elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During the takeoff roll; just prior to rotation; the Number 2 engine oil pressure warning light illuminated. Myself and the First Officer simultaneously called reject. I immediately reduced the power levers and applied the brakes. We were able to stop the aircraft with over 3;000 FT of runway remaining. The oil quantity was low and caused illumination of the number 2 engine oil pressure warning light when the aircraft accelerated.  After exiting the runway we stopped the aircraft and monitored the aircraft systems. The 'Number 2 eng oil press' warning light was no longer illuminated and the oil pressure gauge was in the green and all other systems were normal. I then made a PA to the passengers informing them that we had to abort the takeoff because of a warning light and that we would be returning to gate. The First Officer informed the Tower of our intentions then called Operations. At the gate the passengers were deplaned and Local Contract Maintenance Personnel was called. The oil quantity was checked and found to be low. After adding the proper amount; we did an engine run-up; all engine indications were normal.




Synopsis: Dash 8 Captain reported receiving a low oil pressure light on Number 2 engine during takeoff roll.  Takeoff was rejected; and the problem was solved when oil was added.
Date: 201410
Local time of day: 0001-0600
Location: PDX.Airport, OR
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Flight phase: Descent
Airspace: Class C PDX
ATC / advisory: Tower PDX
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Procedure

Narrative: I was working LC1 and had Aircraft X; an unfamiliar pilot; handed off to me from the north.  I put him in a right downwind for 28R and noticed that when he turned final I did not observe a landing light.  I advised the pilot; 'I'm not observing your landing light; verify your gear is down' to which he replied; 'It is now'.  He landed safely without incident.




Synopsis: PDX Local Controller reports of an aircraft coming in to land; and Local does not observe a landing light. The Controller advises pilot that he doesn't observe a landing light.  Pilot puts down gear after the report.
Date: 201201
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Tower ZZZ
Aircraft component: Generator Drive
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Used Captain's emergency authority to land overweight after diverting for a lost generator.




Synopsis: B767 Captain reports diverting and landing overweight after losing a generator in flight.
Date: 201310
Local time of day: 0001-0600
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Passenger became irate over his seat and wanted to move from [the back of Economy Class] near the bathroom; to Business Class or First Class. When he was told by another flight attendant that he had to stay in his cabin; he became violent and hit the Number 6. It took 5 men to subdue him and put the flex cuffs on him. He was reseated to [the front of Economy Class] and when I got off of break; about 30 minutes later (or more don't know the time); he was still thrashing around. He managed to get his arms forward by slipping them under his rear and through his legs. His hands were now in front. He was biting crew and passengers; as well as kicking. He kicked a hole in the fuselage [sidewall]. Passengers jumped in when they heard the flight attendant ask for help. This man was German; and I yelled at him in German 'Don't do that!'. He was given water; but refused (violently). He got out of the flex cuffs and I used mine; which didn't work (these are the new ones). They also used restraint tape; but he also got out of that. We need better flex cuffs; or real handcuffs; as well as better restraint tape! The Captain was informed the whole time and didn't want to divert the aircraft. It took at least 2 hours for the Captain to realize how bad the situation was and he even came out of the cockpit to look for himself before deciding to land. We weren't accepted [at the first airport] and had to go on to another. The passenger was taken off by local police; but we doubt he will be charged.




Synopsis: B777 Flight Attendant describes a violent passenger that is eventually subdued by passengers and crew and cuffed. After the passenger escapes from the flex cuffs the flight diverts and the passenger is removed by local police.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Mooney Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I departed ZZZ on an IFR flight plan to practice approaches. Shortly before my departure; a Mooney formation group departed. There were 2 Mooney formations; a group of 2 (NAME1 flight) and a group of 3 (NAME2 flight). The names are from memory but I believe them to be accurate.The group of 2 departed approximately 15 minutes before my departure; and the group of 3 about 5 minutes before my departure. As I was being vectored for the RNAV XX approach to ZZZ; Approach called out traffic which was not visible to me. The Controller stated that the aircraft/group was supposed to be in contact with Approach; but wasn't for some reason. A few seconds later I saw a Mooney pass below me and slightly to my left. I estimate the vertical gap to be approximately 100 feet. I did not see the other plane that I believe was part of the formation. The flight continued without further incident.I believe this illustrates the hazard of formation flights in busy airspace. Since the Mooney is a low wing plane and I was in front of; and above it; I don't see how the pilot did not see me; unless he was focused on something else; perhaps maintaining his spot in the formation. He was obviously not scanning for traffic or he never would have come that close.




Synopsis: C172 pilot reported a near miss with an aircraft of a formation flight that was not in communication with Approach Control.
Date: 201909
Local time of day: 1201-1800
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out; oil quantity was noticed to be steadily dropping. Captain coordinated with Dispatch. After oil quantity dropped to zero oil pressure became erratic and we diverted. Low Oil Press indication required inflight shutdown nearing airport. Made uneventful overweight single engine approach and landing. No emergency services were required.Seemed to be well handled by all parties. Divert Field Operations did an outstanding job receiving us unexpectedly and were ready and waiting to help passengers and crew.




Synopsis: B737-700 First Officer reported a loss of engine oil pressure during climb; resulting in an inflight shutdown and precautionary landing.
Date: 202202
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Contacted Tower right midfield downwind [Runway] XX as instructed previously and informed that I had traffic to follow in sight. Cleared to land number three as traffic to follow (#2) turned right base. By this time I was abeam approach end of runway. Completed pre-landing items and saw traffic on downwind pass opposite direction. Turned base and then final. Upon turning final; Tower queried if I still had traffic to follow in sight. I responded that I saw the aircraft at the 1;000 ft. markers on the runway. Instructed to turn to the right immediately. During turn I saw the traffic I was supposed to follow directly below me. I completed a right 360 as instructed. During this event; I failed to identify the aircraft that was first to land and did not have a complete picture of all the traffic in the pattern. When I shifted my eyes inside the cockpit to adjust throttle; mixture; prop; carb heat; I lost track of traffic to follow. When I looked out again I mistakenly thought the traffic to follow was passing me in the opposite direction. Now that I think back; I realize this would have been too fast for traffic to fly base and final abeam my position. I did not confirm visually by searching for additional traffic or confirming on ADSB. I did not see the traffic while flying base as I was looking forward and watching traffic on short final that I thought was the traffic to follow. When I turned final; the traffic I was supposed to be following was at a lower altitude and likely blocked by my cowl. I am grateful to the Tower Controller for alerting me to the traffic; advising a corrective action; and preventing a mid-air collision.




Synopsis: Pilot reported seeing traffic to follow; became distracted; then followed the wrong aircraft creating a NMAC.
Date: 201510
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Robinson R44
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Contracted Service
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During an aerial photography shoot of power boats; I had an apparent incursion of a football game Temporary Flight Restriction (TFR). NOTAMs were checked and I was only aware of a [different] TFR. I was also aware of Restricted area which we avoided. My main focus was safety of flight as we were flying at low altitudes (500 feet and below.) Power lines; bridges; and terrain were just some of the hazards. I am not a sports fan and I'm not aware of the sports seasons. [This college] and other sports teams schedules are not posted on a government approved website. Sports team TFRs are not charted via a government approved source. I only found out by overhearing a pilot speaking with Tower about the TFR. Tower was unsure about a TFR and then queried TRACON. I then went to TRACON who kept me out of the TFR Southbound.If we are to avoid these sports team TFRs; alerting and charting by government approved sources is necessary. A better solution would be to repeal the public law associated with sports team TFRs since it apparently serves no benefit to national security. They apparently seem to serve the greedy self-interests of sports teams who want exclusive media rights and use security as false reason. A better restriction would be no loitering within 3 miles up to 3;000 feet unless approved by Air Traffic Control.




Synopsis: R44 helicopter pilot reported a sport TFR incursion.
Date: 201201
Local time of day: 0001-0600
Location: SAN.Airport, CA
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: After landing Runway 27 at SAN we exited the runway at B8. As we were going to gate we had a very short taxi; so we taxied slowly to give the engines their 3 minute cool down period. However because we had such a short taxi; we arrived at the gate with only 2 minutes cool down; and both engines still running. The ground crew immediately plugged in external power; and then continued to walk aft; towards the still operating #2 engine. I immediately reached down and moved the #2 start lever to cutoff while announcing 'shutting down #2'. Apparently the ground crewmember was going aft to open the fwd cargo door while #2 was still running and the anti-collision light still was on. After the flight the Captain went downstairs and talked with the Departure Coordinator about the incident; but she didn't seem to be concerned about it and unaware of the fact that walking in front of an operating jet engine is dangerous.




Synopsis: B737 First Officer reports a ground crewman walking toward the forward cargo door controls with the number two engine still running. The First Officer quickly shuts down the engine.
Date: 201711
Local time of day: 1201-1800
Location: TRL.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E D10
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Departed GPM at 2500 with a southerly heading until clear of Cedar Hill (all the big towers). Once clear; I started to turn left to overfly JWY and climb to 3000. After Class B; I started my climb to 7500 toward the Little Rock area. I was using Terrell (TRL) as a fix and a check for weather (altimeter) when I noticed something that looked like a bird. Since I fly a lot in the SGT area; I see a lot of birds of different types - and I thought I was seeing a bird at first. I thought - good; I'm higher and the bird should not be a factor. Then I tried to re-focus my eyes as the movement wasn't quite like a bird - close; but not the same. Worse; my brain was not making sense of what kind of bird this might be as I was trying to 'see' a black vulture. What my eyes kept telling me is this black vulture had four evenly space red dots (as a square) on its back!Then I got mad - that's a drone. And since I don't know a lot about them; I have no way to process how close the drone was. My best guess is within 500 ft.My position: about 6 miles southwest of TRL at 7500 flying a magnetic heading of 065.




Synopsis: BE35 pilot reported a NMAC with a UAV at 7500 ft in the vicinity of TRL airport.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Generator Drive
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We [notified ATC of] an issue due to a R GEN OFF BUS CAS message. After running the appropriate checklist we heard a loud grinding sound with vibrations in the right engine. The Captain decided; and I agreed; we should [notify ATC of our] issue and be diverted to ZZZ. We chose ZZZ not only due to it being very close but also due to the fact that it would have long runways; a fire department if necessary; maintenance facilities; hospitals; and airline service. I was pilot not flying on this leg so the roles in the cockpit were not changed. During our descent and with Approach Control we exceeded a speed we were issued and quickly complied to reduce speed when we were made aware we were faster than they asked for. No further deviations occurred. The Captain and I were running our checklists; dealing with our passengers; and flying the airplane and our airspeed went past our assigned restriction. To combat this happening in the future CRM is definitely important and I believe we did a great job handling this issue. In the future we should make sure to get a full change of controls briefing and ask ATC if there is any restrictions they need from us if we don't hear them the first time. Due to the professionalism in the cockpit; good decision making; good training; and good CRM during this issue ended with no further damage to the airplane; the ground; and most importantly the souls on board and the ground.




Synopsis: EMB-505 First Officer reported having an engine issue resulting in a diversion. First Officer stated a the also experienced a speed deviation.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
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: Elevator Trim System
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Annual inspection and repairs just completed for aircraft by FBO. Pilot/owner test flight to determine suitability for return to service and to identify any further issues. Run-up normal and takeoff normal though after passing through 800 ft aircraft abruptly entered a pitch-up which was almost uncontrollable. Autopilot was off and pilot attempted to operate trim wheel which did not improve situation. Pilot pulled engine power back which reduced pressure on elevator and improved pitch control somewhat. Pilot informed ATC and managed to land on Runway 30 without incident; though pitching up and down while flaring. Aircraft taxied back to FBO to identify and resolve problem. Elevator bearings were serviced during the annual so this is the area suspected to be the problem.

Callback: The reporter stated that there were no mechanical faults found. Analysis of the incident by the reporter revealed that the elevator trim tab had been left in the full nose up position during maintenance and the trim index was nearly invisible due to age. The fuel load was light and items that were normally stowed in the forward and mid cabin had been moved to the rear during maintenance. When the gear was retracted at 800 feet the nose gear swung aft making the CG situation worse and insufficient time was allowed for the elevator trim tab to move the required amount when actuated.



Synopsis: PA32 pilot reported a sudden pitch up during a test flight after an annual inspection. Elevator trim had no effect; but the aircraft became manageable when power was reduced and they returned to the departure airport.