elihoole/asrs-aviation-reports huggingface dataset:
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Large UAS; Fixed Wing
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: While on an IFR training flight from ZZZ to ZZZ1 we were on an IFR flight plan at 10;000 ft. and in VMC conditions. ATC called a drone and chase plane at 11 o'clock and ten miles crossing our path left to right at the same altitude. We thought the drone and chase plane were moving back into the military airspace to the north. At five miles; the drone and chase plane turned directly into us at our altitude. The TA (Traffic Alert) warning lit up on our G1000 NXi and we visually identified the drone at our 12 o'clock at the same altitude. We disconnected the autopilot and made a gentle turn and dive to the left. The drone passed so close to our right we asked our passenger to take a picture of it; but she did not have time. I could easily identify the drone as about the same size as our aircraft. The chase plane passed above us to the left.After we got back on our course and altitude; I reported on frequency; 'Center; Aircraft X; we got a pretty good look at that drone.' ATC came back and said he was; 'trying to get them to turn several miles back'.We were exactly where we should have been on an IFR flight plan. Without our action; we would have had a mid-air collision.




Synopsis: The pilot of a small aircraft reported a near miss with a large UAS while flying on an IFR flight plan. The pilot was able to see and avoid it in time.
Date: 202009
Local time of day: 0601-1200
Location: CCB.Airport, CA
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke; 5
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Used Foreflight to flight plan [and] used Foreflight to check fire TFR's. Only fire TFR shown 10 mins prior to flight was [not along our planned route]. Visibility in area obscured by smoke from fires. Climbing through 9000 observed fire at our 11 o'clock position [and] took corrective action to avoid fire area [with] right 90 degree turn. Altitude 11;500 climbing to 16;500. Called tower to check on TFR; they first said no TFR; then said there was a TFR surface to 9000 msl we still didn't show a TFR on Foreflight or XM weather. Upon arrival TFR appeared on Forelight. Possible TFR intrusion due to slow dissemination of TFR info.




Synopsis: Small aircraft pilot reported inadvertently entering a firefighting TFR that was not displayed on Foreflight.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Wheels/Tires/Brakes
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: #1 brake leaking and replaced in ZZZ ref mic #XXXXXXXX. #1 tire removed and reinstalled at ZZZ ref mic #XXXXXXXY by Contract Maintenance. Aircraft made 1 flight to ZZZ1 and #1 tire was found deflated on the gate. GVI (General Visual Inspection) of #1 tire and brake found all kinds of silver metal shavings. [Upon] removing the hub cap; found the axle nut had too many threads showing and the safety screws were not engaged correctly. [Upon] removing the tire; we could not find any evidence of a rear bearing failure (as in pieces or parts of a bearing as we normally do in this situation); as if the rear bearing was not installed at all. There were pieces of melted slag found in the rim area of tire along with axle damage. Tire and brake were both changed and aircraft relocated to hanger for axle damage.Cause [is] use of contract maintenance with little to no experience.Recommend use [of Company] maintenance instead of outsourcing.




Synopsis: Mechanic reported multiple discrepancies on aircraft landing gear assembly attributed to incorrect maintenance action.
Date: 201406
Local time of day: 1201-1800
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear Tire
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Normal landing in LAS. Ground temperature was 95F. Brake temps at the gate were at 425 on one side and not increasing. We had a 2 hour layover in LAS. Since the brake temperatures were not over 500c; brake fans were not procedurally needed since we had a 2 hour layover. The ground temp increased to 105F while we were away from the aircraft. Consequentially one of the brake temperatures increased and melted the thermal plug which deflated the tire. We did not notice the tire being flat until the people and cargo were loaded on the plane. I praise the ground crew for recognizing the situation; which prevented a more serious matter. Maintenance Personnel at LAS told me to always turn on the brake fans when the ground temp is above 100F. That is not in our procedure. There is a conflict of opinion in the flight department and the maintenance procedures in the use of brake fans. When departing the ground temp was 102. The aircraft was on the ground for less than an hour. Brake temps on takeoff were around 200c. Upon landing in LAS normal reverse was used with little braking to make the turnoff. I feel that ground temperatures over 100F contributed to the higher than normal brake temps on hour 2 hour layover in LAS. I feel that a common procedure in the use of brake fans must be agreed upon with the flight and maintenance departments.




Synopsis: A320 Captain experiences a tire fuse plug failure at the gate after landing at LAS with OAT of 95; increasing to 105 before departure. The hottest brake was 425 C upon gate arrival; with a two hour lay over; and the brake fans were not turned on.
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Equipment / Tooling; Aircraft
Primary problem: Aircraft

Narrative: I smelled smoke during cruise and inquired with the lead F/A (Flight Attendant) about checking to see if a passenger was smoking in one of the lavs. Just as I began this conversation; smoke began pouring into the cockpit. We donned our masks; [advised ATC] and requested priority handling to the nearest suitable airport. I executed an [expedited] descent and turned toward ZZZ. I made a PA and told the lead F/A what was happening. She confirmed smoke in the cabin as well. We had no ECAM (Electronic Aircraft Centralized Monitoring) indication of any faults. As the F/O (First Officer) was re-programming the MCDU; I began scrolling through the system pages and looking for tripped circuit breakers. I found no abnormal indications. At about 15;000 ft.; the smoke dissipated slightly. It returned again at about 12;000 ft.; and I decided to try turning off the packs. At that point we got our first ECAM indications. The first was related to pack flow on both packs (due to turning them off) and the second was for a faulty pack regulator valve on pack 1. This turned out to be the cause of the event. The smoke cleared and we landed without further incident. [Maintenance] deferred pack 1 and we continued to [our destination] a few hours later. Some smoke events are pack related. This turned out to be the case for us.




Synopsis: The flight crew of an Airbus A319 detected smoke in both the cockpit and cabin. A descent was immediately initiated and a diversion to a suitable airfield was successfully accomplished. Troubleshooting revealed that a faulty air conditioning pack was the source of the smoke.
Date: 201908
Local time of day: 0601-1200
Location: DTW.Airport, MI
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DTW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: I briefly lost spatial awareness on the taxiway. I thought Kilo was still on the right side of the aircraft but it had already passed. Upon reviewing the charts and the actual satellite imagery of the Detroit airport layout there is a slight discrepancy between the two. On the chart it shows that after taxiway Quebec there is a length [of] taxiway before you turn right onto Kilo; but in reality you almost have to immediately begin the turn. I don't believe it was the cause but at least a contributing factor. In addition to this the hold short line is not where the chart says it is. The lido chart shows the hold short line much closer to the runway than it actually is. The flight itself was normal and upon arrival into DTW we landed on Runway 21L and turned right off the runway at Tango and were issued a clearance to taxi via Tango and hold short of taxiway Quebec and contact Ground. Once we were holding short of Quebec we waited for a CRJ to pass left to right on Quebec and subsequently were issued a clearance to taxi to our gate via Tango and Kilo. Once underway; I was looking for taxiway Kilo on the right side of the aircraft to turn onto. As this was happening my First Officer went heads down. Unfortunately I briefly lost my spatial awareness and missed the slight right turn onto Kilo and continued onto Tango which inevitably caused the aircraft [to] pass the holdshort line of Runway 22L. Realizing that the next turn wasn't Kilo; but in fact Runway 22L I stopped the aircraft and ended up on or just after the holdshort line since there was a considerable amount of pavement between us and where Runway 22L actually began. Afterwards; I immediately contacted Ground Control. After telling them we had crossed the holdshort line they issued a clearance to taxi on Runway 22L Yankee 2 Kilo and to the gate. Which we complied with and taxied to the gate without incident. I should review taxi clearances more closely before releasing the brake. I should not allow First Officers to be heads down while the aircraft is underway while we have a turns that coming up.




Synopsis: Air carrier Captain reported the Lido Airport diagram did not accurately depict the geography of the taxi route at DTW.
Date: 201811
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Clear; 30
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
ATC / advisory: CTAF ZZZ
Aircraft component: Fuel System
Component problem: Improperly Operated; Design
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Training / Qualification; Distraction; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I departed ZZZ with what I thought was 10 gal of fuel (2hrs @ 5 GPH) from measuring the tanks with an ASA fuel straw that I found in the aircraft (I later learned that that fuel straw was for a CE-152 not a CE-150). My original plan was to fly to ZZZ1 with alternates ZZZ2 and ZZZ4. After departure; I was given vectors up the beach at or below 2;500 feet MSL. Abeam [the] beach I requested direct ZZZ2 and it was approved. While listening to the HIWAS over the ZZZ2 VOR; I learned of weather moving west to east along the state between me and my final destination of ZZZ3. I wanted to go behind the system; so I chose to continue to ZZZ1. 15 miles from the airport; I learned that the runway was closed via NOTAM until the following morning. I made a turn towards ZZZ4 as this would line me up for more favorable weather. Approximately 6 mi from ZZZ1 and 1 hr into the flight the engine lost power. I could see the runway to ZZZ1 and turned direct to the numbers after completing the Engine Failure Checklist. I announced my intentions to land with [priority] on the CTAF frequency. Approximately 2 miles from the runway; I realized that I was going to be short and selected a farm road and made an off airport landing. The left tank fuel quantity indicator was showed a 1/4 of fuel upon landing. The right tank fuel quality indicator was just above the empty mark.




Synopsis: Cessna 150 pilot reported an engine failure and subsequent off airport landing; at which point left fuel quantity indicator showed 1/4 full and right fuel quantity indicator showed just above empty.
Date: 202104
Local time of day: 0601-1200
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: Training
Flight phase: Landing
Airspace: Class D ZZZ
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Training / Qualification; Situational Awareness; Time Pressure
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Student and instructor were practicing landings.  We came in for a full stop on the main runway. Approach was stable with a slight crosswind. Upon touching down the crosswind blew us to the left side of runway. To correct student used rudder to come back to centerline and slightly over corrected. We clipped our right wing and light on the runway/taxiway sign. After noticing we were out of control the instructor took controls and corrected to get back on the runway.




Synopsis: Flight Instructor reported the student lost control of the aircraft landing in a crosswind and the aircraft's wing clipped a taxiway sign.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON 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)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: We were cleared to descend from 12;000 FT to 8;000 FT with Approach Control. As I moved the thrust levers to flight idle to start the descent and slow the aircraft to 250 KTS; the right engine began to cause a vibration in the cockpit (below 45% N1). As we passed through 10;000 FT the #2 engine oil pressure dropped into the red range (24-26 PSI). The First Officer immediately declared an emergency to get us heading directly to the airport. Having written up the vibrations on the previous flight; we knew that the vibrations would go away above 45% N1. We increased the thrust to 46% and the oil pressure went to the bottom on the green range and the vibrations stopped. First Officer also read the 'Engine Low Oil Pressure Checklist' which did not apply to our situation. We continued to the airport with 46-48% N1 to maintain oil pressure until above the runway; where we returned to flight idle and landed the aircraft.Maintenance did their usual 'Ops Check Good' when we wrote it up in [departure station]. I asked Maintenance Control what I should do; ignore the vibrations? He said there was nothing they could do because there weren't any EICAS messages and they couldn't see anything in the front or back of the engine. He told me to monitor the engine parameters and if they got worse; call.




Synopsis: EMB-145 Captain reported right engine vibration and low oil pressure on descent. Emergency was declared and a safe landing ensued.
Date: 202012
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ORD
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: While taxiing into the gate X noticed a tug pulling a baggage cart stop after the stop sign/line on a roadway to the right of the airplane. I then noticed the vehicle backing up and it appeared to be close to the stop line; I looked forward and looked back to my right and noticed the vehicle proceeding what appeared to be underneath the scimitar and the wing walker still giving the all clear. I told the Captain to stop which he did; the vehicle cleared the wing/scimitar and continued; we then continued on to the gate safely.




Synopsis: Air carrier First Officer reported while taxiing to the gate at ORD; a ground service vehicle drove underneath the wing.
Date: 201206
Local time of day: 0601-1200
Location: JFK.Airport, NY
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B JFK
ATC / advisory: Tower JFK
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On VOR 13L approach in JFK we might have gone below altitude at DMYHL due to wake turbulence encounter with proceeding aircraft. When I looked we might have been off altitude by about 150 FT to 200 FT. It was very close to DMYHL. We had a visual on the airport; and did not get a visual on aircraft ahead until about 1 NM before DMYHL. I was pilot not flying during the flight.




Synopsis: An EMB-145 Captain reported deviating below altitude assignment on arrival to JFK when they were distracted by a wake vortex encounter.