elihoole/asrs-aviation-reports huggingface dataset:
Date: 201207
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Landing Gear Indicating System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb-out and passing 10;000 AGL we received two EICAS messages. 1) Brake Source and 2) Anti-Skin inoperative.  We completed the associated checklist for these items and then noticed that the action taken during their performance that the right hydraulic electric pump had failed.  I coordinated with Dispatch for a return to the departure airport.  We declared an emergency and returned for an uneventful landing.  Landing weight was approximately 196.6 which is below max landing weight.  Touchdown was normal and on speed.  Reverse thrust was applied with no brakes until approximately 60 KTS.  Brakes were then applied with one steady application.  A full stop was made and the emergency crew verified our brake temperatures were normal.  I parked the brakes and had Maintenance tow the aircraft to the gate.  This aircraft had previous write-ups for the brake source light.




Synopsis: A B757 EICAS alerted BRAKE SOURCE and ANTI-SKID INOP while in climb after takeoff but did not also alert the right electrical hydraulic pump failed. An emergency was declared and the flight returned to the departure airport.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Maintenance
When detected: Other Aircraft in tow
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While the aircraft was being towed and I received the signal; I started the APU in accordance with CRJ 200 [Maintenance Procedure]. The EGT was around 350 but the RPM only went to 24. [Maintenance personnel] opened the door and told me to shutdown; we have an APU fire. (No fire indication was indicated on displays) I properly shutdown; set brakes; and got out of the aircraft.




Synopsis: CRJ200 Maintenance Technician reported an APU fire was observed during aircraft tow.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Fuel Issue
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft Y (FL270) was above Aircraft X (FL250).  Aircraft Y keyed up and said he was declaring a fuel [shortage] and would like to divert to ZZZ.  My Trainee keyed up and assigned heading 080 vectors for descent.  I did not like that heading so I reassigned heading 110.  Aircraft Y read that back; then we proceeded to gather more info.  The next update; Aircraft Y had descended to FL262 and the next update we lost separation.  He was not assigned a descent; nor did he report out of FL270.  As soon as we noticed the altitude change; I advised Aircraft X of the traffic who at this point was diverging and not a factor.  I believe the closest the two aircraft got was 300 feet and 3 miles diverging.Pilot needs to be more informed on what he is responsible to say if he needs an altitude change; or decides he needs to change altitude without assignment.




Synopsis: Center Controller reported that an aircraft declaring Minimum Fuel departed his assigned altitude without notification resulting in a conflict with another aircraft.
Date: 201410
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Second aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was the R-side at Sector 73 during a fairly busy session; and ZJX was also on day 2 of a 72-hour ERAM run. Aircraft X was descending into NBC; from 160 to 110.  Aircraft Y departed off of CHS to the south; and was traveling the same direction as Aircraft X.  On initial contact; I issued 'Aircraft Y turn 20 degrees right; once established on new heading climb and maintain FL230'.  This turn should have been enough to clear the path of the Aircraft X flight. While this was happening; another flight was flashed to me from the high side but in coast track. The problem began when one of the ERAM personnel came over my shoulder; and hurriedly pointed at the radar screen loudly telling me ''Tag that guy up! He needs a new squawk! There's some problem with him.'  Because I was in the midst of working the traffic flow and separating other aircraft; it was extremely distracting to have this person try to interject with what I was doing.  The aircraft the ERAM person was referring to was a low priority.  It was at this point I noticed Aircraft Y climbing but not separated from the Aircraft X flight.  Aircraft Y was at 230T131 and Aircraft X at 110T133 when it was apparent that there was not 5 miles of separation.  I issued a 250 heading to Aircraft Y to turn him further away from Aircraft X.  Although it was entirely my responsibility to ensure separation for all aircraft; the ERAM person was an enormous distraction. ERAM personnel need to be cognizant that their priority of fixing 'bugs' and helping with technical problems should not be interfering with the safe operation of a sector.  Later on; another ERAM SME approached the person who was the distraction and alerted them that their behavior was unnecessary and problematic.




Synopsis: ZJX controller describes a loss of separation while using ERAM and a distraction from an ERAM SME while working traffic.
Date: 201911
Local time of day: 1801-2400
Location: A90.TRACON, NH
Aircraft: Light Transport
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D OWD; Class E A90
ATC / advisory: TRACON A90
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Staffing; Procedure; Airspace Structure
Primary problem: Airspace Structure

Narrative: A satellite airport Tower called for a release on Aircraft X. I released the aircraft. I was working combined sectors and the jets landing had a very strong tailwind and were having trouble getting down. The adjacent sector Controller called me and asked what I was doing with Aircraft X and I told them I wasn't talking to them yet and intended to climb them. I reached out to the Tower and they switched them. At the same time Center called to coordinate a heading for an aircraft overtaking another aircraft. I tried handing off the aircraft to the adjacent sector but they refused to take it. After seeing this a different sector Controller told me that they would take Aircraft X on a 070 heading climbing to 4;000 feet to get them going towards there airspace since the other sector Controller was ignoring me. There was an aircraft at 3;000 feet that I thought was going to climb but didn't. I ended up hitting the 2;500 feet MVA as well. After that I was able to get a hold of the Controller and get the point out and get the aircraft to the next sector.




Synopsis: A90 Approach Controller reported that a sector could not accept a handoff; causing the aircraft to fly below the MVA.
Date: 201710
Local time of day: 1801-2400
Location: TEB.Airport, NJ
Flight conditions: VMC
Light: Night
Aircraft: Citation Latitude (C680A)
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D TEB
ATC / advisory: Tower TEB
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While departing TEB on the RUUDY6 off of Runway 24 at approximately 1200 MSL we received a TA followed by a wake turbulence upset. The result was my headset was dislodged and I detected a louder cockpit sound making me concerned that a door had come ajar. Later we found everything was sound on the aircraft. During this time I climbed past 1500 to approximately 1700. ATC advised me that WENTZ crossing was 1500; 'and next time we should actually read the departure.' We advised ATC of the upset and continued the departure. Note the upset occurred below 1500 MSL.


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


Synopsis: CE-680A flight crew reported overshooting an altitude restriction departing TEB when they were distracted by a wake turbulence encounter.
Date: 201709
Local time of day: 1801-2400
Location: LAX.Airport, CA
Light: Dusk
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp LAX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Taxi
Result: Flight Crew Returned To Gate; General Police / Security Involved
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the captain and PM operating from LAX. During pushback; FA-A called to report an intoxicated passenger with bloodshot eyes who would not respond to crewmember instructions. He had snuck a large bag onboard (to avoid checking it) that was sitting between his feet and would not fit in the overhead bins or under the seat in front of him. When the flight attendants attempted to question or interact with him; he'd just look at them; confused; and ignore them; or tell them to leave him alone. Other passengers had commented on his behavior as well. We immediately canceled the push and coordinated a return to our gate with the ramp crew and LA ground. My FO notified LAX Ops that we needed [gate agent] and possibly law enforcement for an intoxicated passenger who would not comply with crewmember instructions.Upon parking at the gate again; we gathered more information about the passenger including his seat number; name; physical description and build. We passed this information along to Ops; and I made a delay explaining the reason for a gate return. My FO kept dispatch in the loop while I talked to ramp and our FAs. The police arrived and recommended EMTs be contacted; as the man appeared to be unconscious and completely unresponsive.EMTs arrived and managed to interact with the man. He admitted to being under the influence of alcohol and sleeping pills. We had him removed from the flight and departed without further incident. He was healthy enough that he was able to walk off the aircraft; and did not require any specific medical equipment or attention.


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


Synopsis: Air carrier flight crew reported a return to the gate at LAX after an intoxicated passenger refused to stow an oversize bag.
Date: 201808
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: DA40 Diamond Star
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Evacuated
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: This is the third mission for the student; they had more than 10 night landings already. It was a training flight and we were circling above [a crop field]; instructor told the student to divert to ZZZ; I asked what is the traffic pattern altitude and what runway are they going to use; the student was a little bit lost so instructor pointed [to] ZZZ. Instructor did the tear drop entry for left traffic rwy XY. On long final our speed was around 80 knots and our landing checklists were completed. Instructor corrected the speed & altitude and gave the student the control again on short final. Instructor was watching the airspeed and outside reference; it was a quick second when instructor applied additional backpressure the aircraft already landed hard; no bounce it was only a 1 hard hit; instructor announced 'my aircraft' and I had decisions to make whether to fly the aircraft again or land in the remaining runway. I decided to land the aircraft back on the runway because in my opinion it will be more danger to the public if my assumption that nose landing gear is hanging out were correct. I flew the aircraft for a second to slow down and hold up the nose as long as I can so we won't flip over; as I flew the aircraft again I immediately shut off the fuel source; and shut off the aircraft right away to prevent any fire because I know we will produce spark as we skid on the runway. I did my very best to control the aircraft and keep it on centerline. As soon as the aircraft stopped I told the student to evacuate as I secure the plane; and I turned on the master again to warn the CTAF that there's a disable aircraft on the rwy XY; I immediately called our dispatch; then I called the airport manager which was unavailable only answering machine. I turned on my flashlight to warn any possible traffic that might land on rwy XY. A Cessna landed and he stopped way far from the aircraft; the pilot checked me and my student. No injuries for my student and I.  Not even a scar; only a bit of bent metal.




Synopsis: DA40 pilot reported that the aircraft encountered a very hard landing.
Date: 202001
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Aircraft: Beechjet 400
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew FLC Overrode Automation; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flying From ZZZ to ZZZ1; 35 miles south from JAX at FL410; the airplane's nose went to a descent; I disconnected the autopilot and abruptly nose went to a 25 degrees nose down attitude. Crew started trying to get the airplane under control; we called Center and let them know of our situation and they cleared us to FL350; we told them that we couldn't level off so they cleared us to 15;000 ft. The memory items for runaway trim was accomplished and we got the airplane's control back; that was descending through FL350. We requested vectors to the nearest suitable airport so were vectored to JAX. Weather at JAX was VFR. Approach and landing performed with no problem.




Synopsis: Beechjet BE-400 Captain reported that a runaway trim event occurred during cruise. The flight crew was able to regain aircraft control and make a successful diversion and landing.
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While cruising at FL450 we experienced what appeared to be an electrical fire starting from the microwave which was in use at the time. As PIC and Pilot Flying (PF); upon smelling a strange burning smell I reached back and turned off the microwave. I maintained control of the aircraft and the nonflying pilot jumped up to investigate. As the First Officer; Pilot Not Flying (PNF); opened the door to the microwave and the drawer under the microwave there was an acrid smell indicative of an electrical fire that became stronger. He then turned off the Interior Master and we attempted to determine if the fire was out. It appeared the acrid smell was dissipating; but without the ability to remove the microwave the crew was unable to confirm the fire was out. I then advised ATC and requested an emergency descent and landing. Our destination was still an hour out. ATC recommended a major airport which was 60 miles behind us which I accepted; initiated a descent and preparation for landing while the First Officer ran the electrical fire checklist. We completed a visual landing with a full stop and evacuated on the runway. Emergency vehicles responded and confirmed the fire was out. The aircraft was towed to the FBO. When the incident occurred one of the passengers was warming food for lunch in the microwave safe containers in which the food was delivered. No metal was ever placed in the microwave. The incident occurred after the microwave was used approximately four times.


Second narrative: I briefed the passengers of our intentions and prepared them for the emergency landing and then returned to PNF duty where I donned my oxygen mask and completed the electrical fire checklist. We then briefed our evacuation procedure with me removing passengers from aircraft and the Captain securing the aircraft.


Synopsis: When the flight crew of a CE-750 smelled electrical odors emanating from the passenger accessible microwave they shut off power to it; advised ATC; and diverted to the nearest suitable airport where they evacuated the aircraft following an uneventful landing.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Propeller Autofeather System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff; the auto feather failed to arm. The outside air temperature was 26 degrees C and power levers were advanced to 90% before rejecting takeoff. After clearing the runway the crew performed the auto feather/power-up trim test and the auto feather still failed to arm. The crew returned to the gate and the flight was cancelled.The problem was detected using the normal takeoff scan.[This aircraft] has been written up 15 times in the past month for the auto feather system; many of which resulted in rejected takeoffs. Prior to this event; the aircraft had originated from maintenance after having the same write-up the day before; and had flown multiple legs without incident.The crew performed a rejected takeoff and returned to the gate. The auto feather system was MELed and the aircraft operated with weight restrictions to [the next airport] where it went to maintenance.Apart from fixing the reoccurring issue; the standard operating procedures captured the failure so I can give no additional suggestions.




Synopsis: Dash 8-300 Captain reported rejected takeoff due propeller auto feather failure to arm.