elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Local time of day: 1801-2400
Location: ZTL.ARTCC, GA
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Enroute; Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
Result: Aircraft Equipment Problem Dissipated; Flight Crew FLC Overrode Automation; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon starting descent from 39;000 MSL the amber boxed auto pilot out of trim box appeared on both PFDs. After reviewing the abnormal checklist; I disconnected the auto pilot and the aircraft made an uncommanded pitch up.Next; I discovered the pitch trim wheel was frozen and unable to be moved up or down with manual or electric trim. Both with the electric trim breaker pulled or without. I was able to maintain positive control of the aircraft using heavy forward pressure on the control yoke except for the brief moment when the auto pilot disconnected and did not deviate from ATC instructions. Therefore; I felt no need to declare an emergency at the time of the event.Upon reaching warmer air; around 11;000 MSL the pitch trim freed up. A normal descent and landing at our destination airport followed.

Callback: Reporter stated aircraft actuator was lubed and flown at low altitude with no issues. At high altitude; same control issue was present. The reporter heard water was found in the actuator from a second hand source.



Synopsis: CE-525 Captain reported the elevator trim control froze at 39;000 feet then descending to warmer air to thaw it.
Date: 201208
Local time of day: 1801-2400
Location: LAX.Airport, CA
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground LAX
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown; Distraction
Second reporter function: Captain
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Ambiguous

Narrative: Flight to LAX; after landing on Runway 24R we were cleared to taxi via AA; then left on C; right turn on R; and right turn on B; hold short of U and monitor South Tower frequency. Tower then cleared us to turn onto U and hold short of 25R. We made the left turn and realized we had crossed the hold short line; which is on the edge of Taxiway B for Taxiway U; and immediately stopped the aircraft. At no time did the aircraft encroach on Runway 25R. We were then cleared to cross 25R and then 25L and taxi via A to parking. When Tower cleared us to turn onto U and hold short of Runway 25R I assumed the hold short line would be on Taxiway U between Taxiway B and Runway 25R. With this in mind I was looking to the right to clear and back forward at which time the hold short line was out of view under the nose of the aircraft.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: An aircraft on Taxiway B was told to hold short of LAX Runway 25R on Taxiway U; but the aircraft taxied beyond the hold short line because it is at the immediate intersection of B and U some distance from the runway.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: PC-12
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was repositioning Aircraft X from ZZZ to ZZZ1. I departed on Runway XX after obtaining clearance. I was cleared to 3000 ft. before needing to contact Center. I contacted Center on my climb and was cleared to FL230.A couple of minutes into the climb the plane started to nose down. The autopilot turned off when that occurred. I had to apply excessive back pressure with both hands to keep the plane level and control altitude with power. I turned on the autopilot again to see if the nose down attitude would correct. After that failed; I tried the trim override but to no success.I was unable to run the QRH or pull the circuit breaker to the trim system; because if I let pressure off slightly the plane was nose diving. I finally [requested priority handling] and asked for vectors back to ZZZ. The controller was vectoring me back to Runway XY and asked if I wanted to do the ILS. I declined and asked for vectors for runway XZ knowing I needed the vertical guidance from the PAPI because I would be unable to program the GPS for the approach due to the consistent full force back pressure needed to maintain control.As I was fighting the nose down pressure I also needed to slow the plane down to land. I dropped the landing gear for extra drag but was still fast. I then oversped the flaps and dropped them to 15 degrees. Once I knew I would make the airport; I oversped the flaps again and dropped them to 30 degrees. This slowed the plane down into the white arch and I was able to land the plane 30 knots over Vref safely on Rwy XZ in ZZZ.This aircraft was written up by multiple pilots for similar issues approximately 8 times. Quick flight checks were made after maintenance looked at it but; the problem persisted. The plane was released back to the line after each event.




Synopsis: PC12 Captain reported flight control malfunction in flight.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Air/Ground Communication
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I departed with a planned cruising altitude of 7;500 feet. All comms worked perfectly during initial take off and all instruments worked perfect during my run-up check. As I left ZZZ airspace; I was handed off to Approach; established two-way contact; and continued to climb to 7;500 feet (with an altitude restriction of 7;000 from Approach; which they removed shortly after and I continued to climb to 7;500). As I passed to the west of ZZZ1 my radio became crackly and I couldn't hear Approach easily. I tried unplugging my headset to clear away any dirt and plugging it back in but it didn't seem to reduce the crackling noise. At this point; I tried to contact Approach again as I heard a request for me; but couldn't make it out so I asked for a read back. At this point I realized Approach couldn't hear me. Shortly after this; the entire Garmin panel and radio went dead and I lost all communication; I was just north of ZZZ1 at 7;500 [feet]. The radio and Garmin both began to reboot and I could hear Approach for a brief moment but they couldn't hear me; and shortly after this the Radio and Garmin went dead again and didn't turn back on. At this point I decided to turn back to ZZZ. Upon turning back towards ZZZ I Squawked 7600 to inform ATC that my radio had failed. I flew my way back to ZZZ; descending to pattern altitude and made right traffic for Runway XX. I confirmed a green light from the Tower to ensure it was safe for me to land and proceeded to follow the traffic pattern and land safely down on Runway XX.




Synopsis: PA-28 pilot reported a radio communication failure led to a return to the departure airport where light gun signals were received for landing clearance.
Date: 201705
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Dusk
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: Flying DYAMD3 arrival to the FMS Bridge visual 28R. NORCAL approach made numerous speed changes in the final part of the DYAMD arrival and continued to do so on the Bridge Visual approach. This caused us to start to go high on the vertical arrival path. While being high was not an issue procedurally as all altitudes on the Bridge Visuals are at or above altitudes; it became an issue with staying within stabilized approach limits. Outside of GAROW; NORCAL started calling traffic that was going to the parallel runway; 28L. With it being dusk to dark; and multiple ground lights; we stated that we did not see the traffic. Outside of JANYY; Norcal continued to call traffic which was very difficult at this point to see visually as we were high on approach profile and the lights of the other aircraft; a small RJ; were blending in with ground lights. When we finally saw traffic inside of JANYY we stated that we did not know if we would be able to keep traffic in sight. Controller stated 'well if you're saying you can't keep the aircraft in sight would you like to be vectored out and resequenced for another approach?' essentially placing responsibility on us to fly our aircraft which was now high on the approach profile and keep the other aircraft in sight abdicating their traffic separation responsibility. I understand the demands of keeping traffic closely spaced in order to maximize airspace utilization but this was absurd. Their constant speed changes had placed us side by side with another aircraft instead of staggered. Our TCAS gave us an RA and was placed in TA mode without incident. By this time it took full effort to get the aircraft into final landing configuration and within stabilized approach criteria. We landed uneventfully and taxied to the gate.


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


Synopsis: B757 flight crew reported being in close proximity to parallel runway traffic on final approach to SFO Runway 28R.
Date: 201212
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cargo Compartment Fire/Overheat Warning
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 Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise; FWD CARGO FIRE warning light illuminated. We discharged the fire bottle; accomplished the emergency checklist; and landed enroute at [the nearest suitable airport]. Landing was uneventful. ARFF trucks inspected aircraft while on the runway and detected no hot spots. Fire trucks followed us as we taxied to the gate. Maintenance inspected FWD cargo compartment and found NO indication of fire.




Synopsis: MD83 Captain experiences a cargo fire warning at cruise altitude and complies with QRH procedures.  Flight diverts to a suitable airport where the warning is determined to be false.
Date: 201906
Local time of day: 0001-0600
Location: C90.TRACON, IL
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B C90
ATC / advisory: TRACON C90
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Fatigue; Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: The South Departure Controller climbed their Aircraft Y to 15;000' right into my Aircraft X who was in my arrival corridor; airspace that I own 7;000' and above. Because of the vast airspace I was looking at; the tags were overlapped and I didn't see that Aircraft Y was climbing through 5;000' (standard departure altitude off ORD) and wasn't aware of this until Aircraft X reported responding to an RA.We're working a lot of overtime every week; but people need to pay attention more. These planes were pointed right at each other and it makes me uneasy when there's so little going on and someone creates a situation in which TCAS basically saves a near mid-air. I don't know if it was because it's their 6th day; it's an early shift or a combination of both; that person needs to not be working planes if they're so tired or out of it that something like this can happen.




Synopsis: Approach Controller reported another Controller climbed an aircraft into their airspace without coordination causing an NMAC.
Date: 202201
Location: BAZ.Airport, TX
Flight conditions: VMC
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class G BAZ
ATC / advisory: UNICOM BAZ
Second aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure
Primary problem: Procedure

Narrative: I would like to report a near mid-air collision at the BAZ - New Braunfels National Airport which occurred at approximately XA:58pm or so. We were flying and returning. We were entering the 45 degree pattern entry for Runway 13. We were on the return flight back and were I was acting as a Safety pilot. He was verbalizing his location on CTAF as well were 2 other pilots. I believe 1 was a helicopter based upon the sounds we were hearing and he was flying in the right pattern for Runway 13. The Helicopter Pilot appears to have left before the other 2 planes arrived; assuming he didn't want to deal with the Airport getting busy. The other pilot was also announcing their location but was going to perform a tear drop over the Airport. We were scanning for traffic as we saw him on the ADS-B IN. The other pilot alerted us he was climbing 500 ft. above pattern to avoid hitting us as we were already flying at pattern and in the down wind leg. We maintained visual contact as he flew directly over us; if the other Pilot had not climbed would we have hit each other. Our options were rather limited being a slow moving aircraft; the other aircraft I believe was a bonanza and had more abilities than us. It is my opinion the Tower at BAZ closes too early and should perhaps be open for an additional 2 hours as the Airport can get extremely busy as the Tower begins to close. Also; I am not a fan of pilots performing tear drops over airports when others are near it.




Synopsis: Safety pilot reported while in traffic pattern; additional traffic on entry reported climb to avoid collision.
Date: 201603
Local time of day: 1201-1800
Location: P50.TRACON, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Developmental
Human factors: Fatigue; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Procedure

Narrative: Aircraft X declared a NMAC with Aircraft Y after Aircraft Y went through the final approach course for the parallel runway. Aircraft Y was told to maintain visual separation with Aircraft X and they acknowledged. Several factors played a role during this event. I believe time on position and having the position combined played a role. Also; I had trained for approximately 3.5 hours and had 3 different trainers in that time span. However; Aircraft Y was given a heading approximately 1.5 NM from the final approach course and cleared for a Visual Approach. If the aircraft turned in a timely manner; this would not have been a factor. Sectors should be split as much as possible. Also; training with the same trainer during the entire session should be done to the maximum extent possible.




Synopsis: An aircraft failed to intercept the final approach course and deviated into the path of the parallel runway traffic. The parallel runway traffic filed a NMAC.
Date: 201407
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Light: Night
Aircraft: Widebody; Low Wing; 4 Turbojet Eng
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Weather; Procedure; Aircraft
Primary problem: Weather

Narrative: Aircraft X requested a routing change. I cleared Aircraft X to the first fix on the routing requested and told the pilot to stand by for the rest of the routing. My Supervisor ordered me not to approve the routing change for Aircraft X and return Aircraft X to the original routing. I did as ordered. Aircraft X asked why the routing change was not available and I told him my Supervisor ordered me not to approve it.When Aircraft X requests a routing change we should approve it. I think I read that somewhere once.

Callback: Controller was asked why the FLM refused the route change and he advised that the area had been told not to re-route any aircraft into ZID airspace due to TSTMS [thunderstorms]. Controller asked FLM again and he stated do not give him that routing. So Controller did as ordered.



Synopsis: ZDC Controller reports of a VIP military aircraft requesting a route change; but the FLM ordered the Controller not to allow the change.