elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Mist; 2.5
Aircraft: Airliner 99
Flight plan: IFR
Flight phase: Climb
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial climb out of ZZZ I noted a distinct burning or melting smell. I noted it and continued climbing monitoring the engine gauges for abnormalities. When climbing through approximately 7;000-8;000 feet the left hand fire T-Handle illuminated. After acknowledging it; I performed the memory items and started my timer per the SOP. I then observed the #1 engine gauges and visually inspected the nacelle for any actual fire indications. Knowing the T-handle is prone to erroneous indications during heavy precipitation or sunlight in the cowling; I took those factors into account.  I did not note a fire but the burning smell persisted along with the fact I was not in precipitation and the sun was down. These three factors did not satisfy my thought that this was a false indication. I continued with the memory items and secured the #1 engine. I advised ATC and [told them] to standby while I focused on completing my checklists. I completed all the items on the checklist including deploying the halon bottle due to the T-handle still being illuminated. The T-Handle extinguished approximately a minute or so after I deployed the extinguisher. I then [advised ATC] and asked [them] if the weather was better at any other nearby airports; to which we determined was not the case.  I determined the best course of action was to return to ZZZ due to my familiarity with the approach and the fact that my radios were already set up for the ILS XX from the departure. ATC also advised me that they were going to roll the emergency vehicles. I received vectors; executed the approach; and landed without incident. I exited the runway and shut the plane down. I then called the Operations; Dispatch; and Maintenance Control in that order. I was eventually towed to the hangar and the cargo was offloaded by the customer.




Synopsis: First Officer reported that the T-Handle illuminated during climb possibly due to an erroneous indication. Reporter stated the engine was secured and an uneventful air return was made.
Date: 201809
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic System - Indicating and Warning
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 5000 ft climbing out of ZZZ got a Bleed 1 Leak EICAS msg with a red inscription on the bleed button. Ran QRH and leak message went away. Returned to ZZZ after sending an ACARS msg. I decided to land at 46;300 pounds due to the fact that we had a degraded aircraft and I wasn't going to spend 45 minutes getting vectored to burn off the gas. I touched down at 150 fpm on the VSI.




Synopsis: ERJ-145 Captain reported returning to the departure airport following EICAS message indicating a bleed leak.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Crew
When detected: Pre-flight; Routine Inspection
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During passenger loading; ramp crew received a motorized wheelchair/scooter for an elderly passenger. The passenger declared that the scooter had a dry cell battery and the key was removed. Ramp agents filled out air carrier battery powered wheelchair form mobility device tag and gave the flight deck crew a copy.  Upon receiving this form and observing the type of chair through the cockpit window I became suspicious that this particular type of scooter probably contained a lithium ion battery and the tag was improperly labeled based on the passengers assumption.  The flight attendant also made a similar remark and I wanted to exercise caution before the scooter was loaded into the baggage compartment. We decided to have ramp personnel take the scooter out of the baggage compartment and with the assistance of the passenger open motorized mobility device to ascertain the actual type of battery. Upon opening the device we discovered it did have a lithium ion battery with 25.2 V and 11.5 a/h. Based on the formula the battery had less than 300 watts maximum for transport.  We elected to remove the battery and transport it in the passenger cabin to ensure we had access do it during flight. A new mobility form was signed indicating there was a lithium ion battery for the mobility device and I made a correction to the CLR [form] indicating the actual battery type.Members of the flight crew were able to spot a potential hidden dangerous good and miss labeled document based on passenger assumption. The flight crew worked with ground personnel to ensure the mobility device was not loaded onto the aircraft until we were able to ascertain the actual type of battery was confirmed and under the appropriate limits prescribed in our dangerous goods manual.




Synopsis: Captain reported a departure delay due to a Dry Cell motorized wheelchair loaded in cargo compartment with incorrect information on the air carrier's Hazmat documents. An uneventful flight completed after flight crew received correct documents.
Date: 201302
Local time of day: 1801-2400
Location: EUG.TRACON, OR
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
ATC / advisory: TRACON EUG
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: One aircraft (PA28) coming off Satellite on transition for approach; E120 on ILS; TBM on Departure. Flashing 'NO TP' in system area. Tracks freeze; primaries still valid. Call ZSE and try to go into CENRAP and all four keypads go out. Call Tech Ops and they advised they would have to do a re-boot; like that is some kind of concern; no kidding. I am tracking aircraft old school primaries and coordinating with ZSE on the TBM. Re-boot happens; system area comes up and goes out. I didn't have time to get into CENRAP. Tech ops tried again and I make the entries. 'Everything should be working' Try to go back to the ASR8/BCN5/TDX2000/ Binford 2000; and immediately get a 'no sensor no data' and go right back to CENRAP. Did I mention that there is a team here that worked yesterday and last night on this system? The BCN5 is/was a hand-me-down from a facility that got a 6. It arrived in a box; as parts; and took over a year to assemble and get on line. Techs from OKC had to fly out and help. We continue to get dupe beacon targets and there is a 'new' black hole that aircraft fly through and we lose RADAR and beacon returns on. It is 12-17 NM NNE and right where we're baseing arrivals for the ILS. The TDX2000 was dead on arrival. I am vectoring pilots around weather that's not there and attempting to vector them through TB/IC conditions with no weather indicated. The ASR8 is 38 yrs old; 32 yrs here at EUG. When I arrived several years ago EUG was on the short list for an ASR9. EUG has weather; Geese and Terrain. I-5 passes 6 NM East; a big VFR corridor during spring-fall and paralleling our Runway's 16R and 16L. We have been working off one RADAR channel. In mid January Tech Ops explained poor RADAR/Beacon performance as a result of an inversion. Weather went away; performance didn't improve. Today's events did not cause a panic; traffic was light; been there-done that too many times.




Synopsis: EUG Controller voiced concern regarding the RADAR equipment currently being used and questioned the accountability of some Tech Ops personnel practices.
Date: 201212
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Hit birds [on takeoff] at roughly 1;000 FT as we were being handed off to Departure. Had stick shaker due to AOA vane being sheared off. Declared an emergency and landed back to the departure airport.




Synopsis: A B737-300 AOA vane was sheared off causing the stick shaker to activate after it struck birds during takeoff at 1;000 FT. An emergency was declared and the flight returned to landed at the departure airport.
Date: 201707
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Light: Dusk
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Developmental
Human factors: Distraction; Situational Awareness
Second reporter function: Enroute
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Automation Aircraft Terrain Warning
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: There were aircraft sequenced near Glacier Peak and the R-side told the front one; the one that descended below the MIA (Minimum IFR Altitude); to fly a heading and descend and maintain 13000 ft. The read back was covered by our paired freq and the R-side said something along the lines of 'read back blocked; try again'. I don't recall what the pilot read back but he must have missed the altitude because he made the turn and descended below the Glacier Peak MIA. The R-side immediately issued a low altitude alert once we saw the MSAW (Minimum Safe Altitude Warning) flashing and the aircraft climbed to 13000 ft.I should have suggested to split the sector earlier because we had a few instances of the paired frequencies stepping on each other.


Second narrative: I was training on 01/31 combined during a period of metering. The overall complexity wasn't particularly challenging; but the frequency congestion was very; very high. I was metering several aircraft on the GLASR Arrival; with a pair of aircraft at the back of the sequence. In the midst of a huge amount of frequency congestion; several aircraft were keying up at once on different transmitters (up to four airplanes talking at once in different parts of the sector and not hearing each other). I had Aircraft X turned to a 250 heading in the vicinity of Glacier Peak (Minimum IFR Altitude is 126). I instructed the pilot to descend to 130 and heard him read back 130. I then moved on to other things. Moments later; the MSAW (Minimum Safe Altitude Warning) alert activated; showing the aircraft below the MIA. I issued a safety alert to pilot and he climbed back up to 13000 ft.If I had asked for the sectors to be split; that would've probably prevented the issue from happening because the frequency congestion would've been reduced.


Synopsis: Seattle Center Controllers reported an aircraft descended below the cleared altitude as well as the Minimum IFR Altitude.
Date: 201707
Local time of day: 1201-1800
Location: OAK.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class C OAK
ATC / advisory: Tower OAK
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: My passenger and I were transiting OAK Class C at 2;500 feet from the NW in contact with the tower. We were given the usual instructions to cross the Oakland Coliseum and then turn right to cross the RWY 30 numbers. Before reaching the stadium we had/heard several radio calls for traffic. One plane passed underneath and to our left. For a second plane; we heard the tower unsuccessfully establishing communications and giving varying instructions on altitude to fly and calling out us as traffic. We then finally heard a clear answer from the other traffic; stating they had us sight directly ahead. Indeed! They approached and passed off to our right at an estimated 300 feet and our altitude or slightly higher. I managed to take only slight evasive action to my left. This is the closest encounter I have had in all my flying and it happened in Class C within 1/2 mile of the runways. I have reflected on how I could have reacted faster or attained better situational awareness earlier; but I do not recall the traffic call out for this ever being clearly presented such that a conflict was possible.




Synopsis: GA pilot reported a near-mid-air-collision while transitioning OAK airspace while in communication with the tower.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: The private pilot training flight departed and made an uneventful landing. After a full stop landing we taxied back to runway 21 for departure back to home base. While taxiing both the student pilot and instructor listened to the radios in order to clear for traffic. Taxiing up to the hold short line we noticed one aircraft was clearing the runway; while another was on downwind; both aircraft had made standard CTAF calls in accordance with the AIM. Once the aircraft on downwind had landed the student made a radio call on the CTAF announcing our departure on runway 21. After the radio call we moved forward approximately 10 feet; crossing the hold short line for runway 21. At that moment we were notified by an aircraft on short final of their position and intention to land on runway 21. We subsequently stopped taxiing immediately; stopping about 10 feet past the hold short line. Shortly after; about 10 seconds; we observed the Cessna on final accomplish a landing on runway 21. To recap the radio monitoring: while the non-factor aircraft on downwind was observed and heard on the radio no other subsequent radio calls were heard. The student and I cleared final; completed a departure briefing in about 10 seconds; then proceeded to make a radio call that we were departing. The moment we started rolling forward was when we were notified by the factor aircraft on final. Furthermore; prior to departure; we completed S-turns while taxiing to clear for traffic. While not a violation of the regulations; this points to the importance of flying standard patterns at uncontrolled airfield in accordance with the AIM.




Synopsis: C-172 instructor pilot reported a failure in CTAF communication by another aircraft on short final when they reported taking active runway and crossing the hold line.
Date: 201204
Local time of day: 1201-1800
Location: CYMX.Airport, PQ
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower CYMX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff roll
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Data for RAAS system needs to be updated for Runway 29 at CYMX. On takeoff roll we got a warning we were 'on taxiway' then very shortly after we got 'On Runway 29' while passing intersection A5. [We] could not find any NOTAMs; company notes; chart notes or takeoff data that would notify us not to use full runway. I remember about a year ago they were doing work on that section of the runway and we were required to takeoff from intersection A5 back then. It was day VMC. It was very obvious we were on the runway and not a taxiway so I continued the takeoff. Rest of the flight was normal.




Synopsis: An Air Carrier Captain received an RAAS warning during takeoff from CYMX Runway 29 indicating that the runway segment from Taxiway D to Taxiway A5 is itself a taxiway. The warning was ignored.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Strong Headwinds
Light: Daylight
Aircraft: Super Hercules (C130J)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Military
Reporter function: Pilot Flying
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Departed enroute to ZZZ with mission critical parts. While on [an] IFR flight plan; headwind increased from 80 kts passing ZZZZZ. While enroute to next position report; headwinds increased to 120-140 kts variable. Our crew started fuel planning to ensure being able to safely arrive in ZZZ and potentially divert if needed and have sufficient fuel for adverse weather avoidance common in that area. Within minutes of arriving overhead; ATC requested current position. We assumed [that due] to increased headwinds; we were more than three minutes from previously passed position report. Moving forward we planned to do unit training on position report guidelines and possibly use position reports closer in distance or on a regular time schedule. Safety of our crew and having sufficient fuel with the large headwind was the major factor in the timeliness of our position reporting.




Synopsis: C130 pilot flying reported non-compliance with standard oceanic position report procedures due to excessive headwinds and fuel burn concerns.
Date: 201409
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: Cessna Citation Sovereign (C680)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Rudder Pedal
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On after start 'flow' the left pedal struck the pilots kick panel/map pouch. Pedal movement was restricted.This kick panel/map pocket needs to be re designed. In a cross wind situation this situation could be a catastrophic event.

Callback: The reporter described the map case as a vinyl pocket velcroed to the sidewall with a protrusion into the rudder pedal path when full right rudder is applied. This interference could be an issue during rudder and aileron flight control crosswind correction. The reporter has had three inference events.



Synopsis: A CE-680 Captain reported a vinyl map case on the Captain's side panel interfered with the left rudder pedal's extreme left outer lip during right rudder application and could be an issue during flight control crosswind correction movements.