elihoole/asrs-aviation-reports huggingface dataset:
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Night
Aircraft: Jet/Long Ranger/206
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Cruise
Aircraft component: Vacuum Pump
Reporter organization: Air Taxi
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe; Maintenance Inspection Authority
Human factors: Workload; Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Weather; Human Factors; Company Policy; Equipment / Tooling
Primary problem: Human Factors

Narrative: During an investigation into the Bell-206 aircraft heater not producing enough heat; a part of the aircraft where Narcotics are stored was insulated; held on by tape intended to be temporary; to see if it would help keep these drugs from freezing. This problem with the Narcotics freezing has been going on for at least a week with no solution by the company Management. Extreme pressure was felt by me to find a solution to the problem so that flights could continue in freezing weather and money not wasted. During the next flight this insulation came in contact with a Cannon plug and partially melted. This Cannon plug should not have been hot; let alone hot enough to melt anything. Aircraft landed in a field and was checked out by another Mechanic who removed insulation and could not duplicate why cannon plug was hot.

Callback: Reporter stated their Bell-206 is a single engine helicopter used for medivac missions. The flight was scheduled for a patient pick-up when a burning; hot; plastic smell caught the attention of the Medic onboard.The insulation that had melted in flight was about centerline at the cabin overhead. The Cannon plug supplied power to the bodily fluids Suction Pump. The melted insulation may have been made with some metallic material. But no one has been able to explain why the serviceable Cannon plug was so hot. The Operator has since switched to a more rigid type of insulation.



Synopsis: An Aircraft Maintenance Technician (AMT) was informed that a Bell-206 helicopter used for medivac missions was forced to divert due to a burning; hot plastic smell in the cabin overhead. Insulation used to keep medical narcotics from freezing had melted at the Cannon plug for the bodily fluids Suction Pump.
Date: 201511
Local time of day: 1201-1800
Location: TYS.Airport, TN
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower TYS
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Airport; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: After telling TYS Tower I was ready to depart Runway 23L I was informed that I had crossed the hold short line without proper clearance. I was told to return to the proper side of the line and await clearance to take off. I did as directed; was cleared to depart with no further incident.A factor that contributed to my unintentional violation is the fact that the hold short line was not clearly noticeable due to the very weathered paint of the line and the late afternoon light condition in late November. I suggest repainting the line and becoming more alert looking for the line. No added training is necessary.




Synopsis: PA28 pilot reports inadvertently crossing the hold bar for Runway 23L at TYS after being instructed to hold short by Ground Control. Reportedly the setting sun along with faded paint made the line difficult to see.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Procedure

Narrative: We were dispatched [to] ZZZ without alternate fuel. Forecast for ZZZ was few clouds at 25;000 and more than 6 sm visibility. This forecast did not require an alternate.While on downwind leg; a fog bank rolled in over the airport and the weather dropped below CAT II mins. ZZZ1; normally a good diversion airport was also reporting fog. We estimated such a diversion would have put us with only 1;500 lbs of fuel remaining. Enroute we were given several delay vectors. Running low on fuel and out of options; we decided our safest options was to execute the CAT II even though visibility was below our required minimums of 1;200 RVR.Approach and subsequent landing were uneventful. We landed with approximately 2;900 lbs of fuel remaining.Unforecast weather; ZZZ is notorious for unforecasted fog in the late fall and winter. Anytime with clear skies and close temp dew point like today; I will ask for an alternate even if official forecast does not require.




Synopsis: EMB-145 Captain reported executing a CAT II approach with the visibility below their required minimums.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Workload
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure; a G HYD LO PR ECAM annunciated. That was followed by G HYD RSV LO. At the time we were operating in a high workload environment; on vectors and communicating with Departure about an altitude change. When the ECAM annunciated; we requested a level-off and vectors while we worked the problem. The Captain declared an emergency; and we prepared the aircraft for a return. We completed the checklists and requested vectors for a visual approach. The landing was uneventful. The Captain stopped on the runway. Airport fire services were on hand to inspect the exterior. Maintenance towed us in to the gate.


Second narrative: Passing 10;000 feet the Green Low Pressure and Green Reservoir ECAMS activated. Leveled off at 11;000 feet and asked for spacing vectors. After determining the Green System was lost and ECAM actions were complete; we called Dispatch and Maintenance to review the problem. The crew elected to return and Maintenance and Dispatch concurred. An emergency was declared and ATC was advised of the situation and the need to stop on the runway for a tow-in due to loss of nose wheel steering. Landing was uneventful and the aircraft was brought to a stop on the centerline. Fire trucks reviewed the aircraft and advised that hydraulic fluid was leaking onto the runway. The tug was connected and the aircraft towed to gate.


Synopsis: A320 flight crew experiences a Green Hydraulic system low pressure followed by a reservoir low level ECAM climbing out of 10;000 feet. An emergency is declared and the flight returns to the departure airport.
Date: 201906
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
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: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Started the day in ZZZ1 flew to ZZZ for fuel and a quick turn no issues in the flight prior about 30 minutes on the ground at ZZZ. We got our fuel and started engines and taxied out for departure. We had 9;000 lbs of fuel onboard departing Runway XXR at ZZZ it was my FO's leg to fly. We advanced power to takeoff thrust I called V1; VR my FO rotated and called positive rate gear up as I put the gear up we got a very strong dirty sock smell. I let down my sunglasses and the entire cockpit was filled with smoke I immediately told Tower we were returning to the airport for smoke in the cockpit. They then gave us right pattern XXR clear to land at this point I took the controls from my FO and conducted the landing myself on Runway XXR about 5 minutes after takeoff. We taxied into the ramp again shut the airplane down cold dark. I then called mission control and our Chief Pilot.


Second narrative: I was the SIC and Pilot Flying on Aircraft X which was scheduled from ZZZ-ZZZ2. The preflight; startup; and taxi were uneventful. We began our takeoff roll on Runway XXR and all indications were normal. However; shortly after rotation; haze like smoke accompanied by a pungent order started to enter the cockpit. I brought it to the attention of the Captain. We both decided that a return back to Runway XXR was warranted. The Captain who was still acting as Pilot Monitoring alerted ATC that we wanted an immediate return back the runway. We entered the traffic pattern and began heading back to Runway XXR. The Captain assumed the Pilot Flying role on the start of the downwind leg. A successful landing was made and we taxied to the FBO under the watchful eye of airport operations.


Synopsis: EMB-135 flight crew reported haze like smoke accompanied by a pungent odor after takeoff. Flight crew executed a return to departure airport.
Date: 201903
Local time of day: 1201-1800
Location: ORL.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Cruise
Airspace: Class B MCO
ATC / advisory: TRACON F11
Reporter organization: Personal
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: Near-miss collision with non-motorized paraglider. Visually detected paraglider at same 3;500 feet. MSL altitude approximately 1 mile directly ahead of aircraft. Made evasive turn to right and cleared paraglider by about 500 feet. Noted another paraglider about 1;000 feet above. Location best approximation. On personal flight; departed on IFR plan; climbed to 5;000 feet MSL; with Tampa departure. Handed over to Orlando Approach and was is VMC with broken layer at near 5;000 feet and cancelled IFR and descended to 3;500 feet and turned direct to ORL. In constant IFR or VFR flight following with ADS-B Traffic and TCAS operating correctly. No detection of paragliders on traffic systems or by approach radar. Made immediate radio report of near-miss to ORL Approach. I was told by the Approach Controller that this was not uncommon and he had reports of paragliders on previous occasions reaching up to 10;000 feet MSL. Controller stated that the approach radar could not detect paragliders and that there was no restriction to their operation. Controller said he had personally driven to these approximate areas before to talk to these paragliders to no avail. This uncontrolled operation of paragliders is very dangerous and will result someday in a fatal event.




Synopsis: BE36 pilot reported a NMAC with paraglider; ATC stated it is a common occurrence for the ORL area.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon selection of gear up by the First Officer on takeoff; we received both the red warning message 'GEAR DISAGREE' and also the red warning 'NOSE DOOR OPEN' message on the primary EICAS display. The gear indications were showing that the main landing gear was up while the nose gear was showing a white hatch. We notified ATC of the problem and ran the QRH procedure. Dispatch was notified and we conferred with Maintenance about the problem and concluded that it was safe to continue to destination with the gear in the down position. We talked to Dispatch about our fuel and mutually agreed that we had plenty of fuel to safely continue to destination with the gear down. The QRH mentioned the possibility of not having nose wheel steering upon landing; so as a precautionary measure we declared an emergency on the way. We landed without further incident and taxied to the gate as normal.




Synopsis: CRJ200 Captain experiences a nose gear disagree after takeoff. The QRH procedure does not rectify the problem but the short leg length allows the crew to continue to destination with the gear down.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Confusion; Physiological - Other; Training / Qualification; Workload; Situational Awareness
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: I was out practicing normal landings with my student. We took off and were on 21L and then were switched to 21R halfway through the flight. We were dealing with a quartering crosswind most of the flight and it was getting gusty. Report was 169 true 14 gusting to 19. Wind was varying quite a bit. Right after the incident my student checked and it was gusting 21. We had to change our crosswind corrections continuously. On this last pass we touched down lightly and kept the nose off the ground. My student then took off the flaps and then I felt acceleration and thought he had started the go. We cocked quickly to the left as a gust hit us. I reached down to pull the throttle out and it was out; while pushing rudder to get the nose straight. We rolled off the runway and down a hill. Trying to avoid rocks and bushes we maneuvered to get the plane stopped. The speed with which we ran down the hill allowed us to hop over the ditch. We came to a stop about a hundred yards into the grass and let Tower know what had happened. They radioed the trucks for help. I checked all the plane gauges and all looked well. We asked the Tower if they wanted us to shut down; which they replied yes. We shut down the plane and checked it out. All looked fine. The fire trucks arrived and we were asked if we were alright. We then talked with the airport operation employee and wrote up a simple report of the facts. We were waiting to move the plane. After Maintenance towed the plane up the hill we taxied it back and noticed no problems with the plane. Throttle seemed to be fine with no changes.




Synopsis: A C-172 instructor reported he and his student; the flying pilot; landed in gusty conditions and departed the runway after a 21 knot gust turned the aircraft but no damage was found after the aircraft was towed back to the runway.
Date: 201704
Local time of day: 1201-1800
Location: FAT.TRACON, CA
Light: Daylight
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class C FAT
ATC / advisory: TRACON FAT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
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; Flight Crew Exited Penetrated Airspace
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On vector for a 29R ILS approach; Aircraft X was issued heading 110 for the downwind at 3000 ft. Approaching a 3400 MVA; Aircraft X was instructed to turn to 150; preparing for the base turn. Aircraft X did not make his turn quickly; but delayed which allowed him to turn wide. I instructed him to continue to a heading of 180; and climb to 3500 to clear the MVA but not in time to prevent his fusion bubble from coming into contact with the MVA line; which it touched while he was at 3100 ft. Winds aloft had made multiple aircraft drift easterly; which I had not considered until another aircraft on vector to the ILS had a similar situation. [The aircraft] was descended to 4000; over a 3400 MVA. He was instructed to fly a heading of 120; vector to the final approach and sequence; which paralleled a 4700 ft MVA. After doing a few other things; I noticed he had drifted easterly; and issued him a heading of 150 to gain distance from the higher MVA; but not in time to prevent his fusion bubble from touching the MVA line; which it did at 4400 ft. Further traffic was afforded much larger lateral 'buffers' from higher MVAs to allow drift due to winds aloft. This was a learning experience for me. I will be much more aware of winds aloft in the future; and compensate accordingly. If winds aloft are a concern; I will stop aircraft descents above the adjacent MVA if that MVA is higher. Also; I will compensate wide turns for winds aloft by allowing more time for pilot compliance.




Synopsis: FAT TRACON Controller reported two aircraft drifted into areas with MVAs above their assigned altitude due to strong winds aloft.
Date: 202002
Local time of day: 1801-2400
Location: JZP.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZTL
ATC / advisory: CTAF JZP
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion; Human-Machine Interface; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: Beautiful; clear night. Shooting some night VFR practice approaches with a safety pilot. Headed into an uncontrolled field on an RNAV and making call outs on CTAF. Leveled off between the IAF and the FAF. My safety pilot spotted traffic out the right window. We looked at iPads for ADS-B and see traffic 2NM out at my 2:00 on a perpendicular heading; track vectors converging; and '+0' for the altitude. After 30 seconds or so with no change; we are less than 1.5NM apart and closing; and decide I need to climb immediately.I get above him; and lose visual as he starts to cross under us. I glanced at ADS-B to confirm he's crossed and I can come down and finish the approach; but iPad shows he turned to match my heading; and we're stacked directly on top of each other on the EXACT same heading. 500 feet vertical separation; but 0 horizontally. At this point I've gave up on the approach; slowed down a bunch; and am pulled up a VFR sectional to make sure I wasn't going to encounter terrain. I did a 360 for spacing then continued to the FAF. I am frustrated that he was not on CTAF. Then immediately it hits me. He's actually IFR and is talking to Approach. Already have the plate up; so I switched over to Approach and call 'Atlanta Approach Aircraft X is VFR practicing the RNAV ...; do you have someone IFR on that approach?' Immediately; before ATC can respond; the other pilot radios 'Yeah; are you right behind me!?'On the ground; the other pilot and I had a friendly chat and connected over how great ADS-B is. I asked him if ATC had called me out to him before I got on the frequency; and he said no. We both paused for a second and had an 'Oh ... that could have been bad' moment.




Synopsis: C172 pilot reported an NMAC with an IFR aircraft while on a VFR practice approach.