elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class A ZZZ; Class B ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ; TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; 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 Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight crew smelled significant burning smell in the flight deck descending out of FL220 on descent into ZZZ.  Flight crew detected burning via smell. Smell was extremely strong and smelled electrical. Flight crew [was unsure of the cause]; immediately followed smoke fumes memory items. Donned masks and established communications. Crew then followed QRH and notified ATC of condition and [requested priority handling]. Flight crew descended to make landing safely in ZZZ without further incident. Through 10k feet crew assessed that masks were no longer needed as fumes had dissipated. Flight crew added difficult and different communicating via 02 masks in flight than in sims. Suggest more realistic training methods.


Second narrative: [Report narrative contained no additional information]


Synopsis: EMB-145LR flight crew reported a fume event occurred during initial approach.
Date: 201711
Location: ZZZ.Airport, US
Aircraft: B757-300
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Cowling/Nacelle Fasteners; Latches
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: The Maintenance Manual (MM) for removing the inlet cowl task; which refers you [a different MM] task; which instructs to install both fan cowl hold open rods. However; to remove the inlet cowl you have to disengage the forward hold open rod as the bracket is attached to the fan cowl; making this unsafe condition. Now you can't comply with the MM since you only have 1 hold open rod in position. This creates an unsafe condition as it can result to injury of personal and damage to aircraft as it puts undue stress to cowling.If we are having this issue at [maintenance base]; obviously this is a system wide problem that needs to be corrected. One solution would be to make a temporary bracket to bolt to the fan case to temp support the hold open rod.Propose to manufacture a bracket that can be installed temporary to support fan cowl forward hold open rod while inlet cowl is removed.




Synopsis: A Maintenance Technician reported that on a B757-300; when the inlet cowl is removed; there isn't anyplace to secure the fan cowl hold open rod.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Time Pressure
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Weather / Turbulence; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airport
Primary problem: Airport

Narrative: On Date; approximately XA:00; [I] landed at ZZZ on XXR. I was instructed by Tower to turn right at end and contact Ground at 0.7. Turning off [the] runway to Alpha taxi lane; Aircraft Y was taxiing across Alpha to the east on the taxi lane. [I] didn't know [whether] my left-wing tip would clear the tail of Aircraft Y or I might not be able to stop in time; so I went off to [the] left between the blue taxi lights about one-and-a-half plane length into about 6 inches of snow. Once stopped; I could not easily taxi out so I shut the engine down and pushed the airplane back onto [the] taxi lane. Then; [I] contacted Ground to taxi to [the] east hangars. After receiving clearance; [I] taxied to the east-end hangars and the airplane was put in its hangar. No lights or signs or aircraft were damaged or any personnel injuries. No runways [or] taxiways were blocked.




Synopsis: Small aircraft pilot reported a traffic conflict during taxi and while trying to avoid another aircraft; resulted in a taxiway excursion.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Air Pneumatic Ducting
Component problem: Malfunctioning; Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency; General Maintenance Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was pilot monitoring. Start; taxi; takeoff; and initial climb were all normal. At approximately FL220; Master Warning came on with TAIL COMP TEMP HIGH annunciator. Captain leveled at FL230 and I notified ATC that we were leveling. We accomplished the memory items; several seconds later; the annunciator extinguished. I referenced the QRH and completed the checklist. The decision was made to return to the departure airport. Descent was uneventful and we declared an emergency. We were given a discrete Tower frequency and were able to communicate with ARFF. We requested ARFF to follow us and informed Tower we would be stopping on the runway to let ARFF inspect the tail area. Landing was normal. Once stopped; ARFF indicated no excessive heat from the tail area. We taxied to the gate with ARFF following us. Maintenance inspected the tail section and shortly there after took the aircraft out of service. We changed equipment and departed to our filed destination.


Second narrative: Landed uneventfully and stopped on runway. Advised passengers to remain seated; but retracted spoilers and commanded flaps to 28 in case evacuation became necessary. ARFF advised there was no excessive heat radiating from the tail cone area; so taxied to gate.Increased inspections or 'beefing up' of high pressure ducting in tail cone compartment.


Synopsis: An MD-82 TAIL COMP TEMP HIGH and Master Caution alerted during climb so the QRH was completed where upon the warning ceased but an emergency was declared and the flight returned to the departure airport.
Date: 201603
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Aircraft component: Cockpit Furnishing
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The current iPad mount; Captain side; obstructs the use of full right tiller nose wheel steering. The mount hangs 3/4-1 inch too far down thereby interfering with nose wheel tiller steering.




Synopsis: B737 Captain described the mount for the pilot's iPad interfered with steering the aircraft.
Date: 201204
Local time of day: 1201-1800
Location: PAO.Airport, CA
Aircraft: Hercules (C-130)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D NUQ
ATC / advisory: Tower NUQ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Procedure

Narrative: PAO was on Runway 13 and NUQ was on Runway 14. NUQ had a C130 inbound on the right downwind; PAO had several aircraft in the pattern. NCT pointed out the C130 and NUQ took their airspace back (it's normal for PAO to take a portion of NUQ's airspace) as the C130 turned right base there were several aircraft in the upwind/crosswind from PAO. I quoted the traffic to my aircraft; everything went fine from my point of view. Their aircraft stayed in their airspace and my aircraft stayed in mine. These things are normal when we're on these runway configurations. Three hours later I get a call from NCT telling me that the C130 pilot called in a NMAC for one of my pattern workers. I saw the guy turning base; it wasn't even close. Maybe his TCAS went off or he wasn't expecting to see my little guy there or something I don't know. Pilots need to be given a heads up that there's a busy VFR Tower right next door so they won't freak out. We've never had this issue with aircraft that are based at NUQ. PAO needs more airspace.




Synopsis: PAO Controller described a NMAC when traffic on a right base to NUQ Runway 14 reported a conflict with traffic in the pattern at PAO for Runway 13; the reporter noting unfamiliar pilots landing NUQ in this configuration should be advised of VFR traffic at PAO.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center 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: Confusion; Distraction; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: When climbing out and flying through rain and in smooth air we were struck by lightning.  We got the 'left engine compressor stall' alert.  The engine indications were normal before and after the lightning strike.  We continued climbing above 10;000 toward our filed destination.  We evaluated the airplane and informed the flight attendants and the passengers what happened.  After about 15;000 FT I contacted Dispatch/Maintenance and explained the occurrence.  Dispatch/Maintenance decided they wanted the airplane to land at a Maintenance Station.  We diverted and swapped airplanes.




Synopsis: A B717 received a LEFT ENGINE COMPRESSOR STALL alert after being struck by lightning on departure.  Flight diverted to an enroute airport.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Windshear; 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
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: Winds were reported as gusting to around 30 down the runway on the day of the incident. Nearby TAF's were forecasting windshear; and winds were varying from left to right crosswind. Upon touchdown; my student (private pilot certificate holder) put in proper crosswind input for a left crosswind; but winds shifted to a right crosswind; and it prevented the right wheel from touching down. Meanwhile; the aircraft drifted left; and we were unable to correct the aircraft to track centerline. Aircraft then departed the runway to the left; and stopped in the grass on the left of the runway. No injury or damage to the passengers or aircraft were noted. ATC closed the runway until aircraft was removed from the grass.




Synopsis: PA-28 flight instructor reported the pilot in training lost control during landing; resulting in a runway excursion.
Date: 201202
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning; Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Procedure

Narrative: During preflight; I noticed a large difference between brake temperatures on both the left set of main landing gear brakes and the right set of main landing gear [brakes]. The left set of brakes were at 8 and 9 degrees C; while the right main brakes were both in the high 280-290 C range. I thought it was strange; but assumed the brakes were used unevenly on the landing roll due to the strong crosswinds on the surface that day. After pushback and taxi out I was testing the brakes and the right brakes worked; while the entire set on the left main gear did not respond to pedal pressure. We arranged a return to the gate via tow; and Maintenance Control was notified.After our return to the gate; we were met by local mechanics from a Contract Company. During their inspection; the mechanics noted no brake puck movement during brake use on the left main gear; while the right main brakes worked normally. Maintenance Control advised this has been a common occurrence; the cause being either the brakes lines were not hooked up properly after scheduled maintenance or the ratchet type brake line attachment to the main gear brakes has a history of backing off of their attachment; rendering the brakes inoperative (there is no safety wire to keep the brake hose attachment from backing away from it's fitting on the main landing gear. It is also not clearly noticeable during a walk around inspection). The brake hoses were re-attached and the brakes worked normally. During the subsequent taxi-out we did not notice any problems with the brakes. Suggest [using] lock-wire or safety wire on the brake hose would keep the hoses from backing away from their fittings.

Callback: Reporter stated the EMB-170 had just been released from Heavy Maintenance earlier that morning and they were picking up the aircraft's third flight leg for that day. He has not heard or seen any design or maintenance changes that would help prevent the same problem from recurring.



Synopsis: Captain reports he noticed a large difference in brake temperatures between the left and right Main Landing Gear (MLG) brakes on an EMB-170 aircraft during preflight. While taxiing out; the left MLG brakes did not respond to pedal pressure. Maintenance re-attached both left MLG brake ratchet type hydraulic connectors and brakes worked normally.
Date: 202003
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Robinson R22
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Rotorcraft; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Airport; Human Factors; Procedure; Weather
Primary problem: Procedure

Narrative: My student (on the right seat) and me (CFI; left seat) started the helicopter up after refueling. We picked it up at the fuel pit; turned around and made radio call that we are taxiing from fuel pit onto the runway (about middle of the runway). Before we taxied onto the runway we visually cleared our sides and we couldn't see any aircraft. Bright background and the sunlight was shining into our face. Once we entered the runway there was an airplane on the runway. I am not sure if it was at the end of the runway or not. It was about to take off. I took the controls of the helicopter and exited the runway back into the grass area where we came from. The airplane took off and made a radio call when it was on upwind. I do not remember hearing any other radio call.




Synopsis: A Helicopter instructor pilot departing from a non towered airport taxied onto a runway that was already occupied with a departing aircraft.
Date: 201704
Local time of day: 1201-1800
Location: LAS.Airport, NV
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower LAS
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Equipment / Tooling; Airport
Primary problem: Procedure

Narrative: We were cleared for takeoff on Runway 25R in LAS. We began our power up and takeoff roll; however the aircraft engines were slow to spool up. As we began a slow takeoff roll; Tower instructed the aircraft behind us on the taxiway to line up and wait on 25R. Also there was a Company aircraft holding short of 25R at A5 waiting to cross to the ramp. As we got about halfway to two thirds through the red centerline lights lengthwise; they illuminated red. We both believed they were triggered for the aircraft lining up and waiting behind us; and Tower never mentioned anything to us. We both verified the runway was clear in front of us. So we continued the takeoff roll and departed without any incident. However; it was a distraction to both of us.If the lights were indeed meant for the aircraft behind us; wait until we are past them to illuminate them. We could have double checked the takeoff clearance during the roll with ATC.


Second narrative: I don't know if an aircraft on the Runway 19S triggered the lights or what happened but we continued the takeoff without incident. I did not notify the Tower Controller of the incident.


Synopsis: Air carrier flight crew reported observing the Runway Status Light system turn red near the end of the takeoff roll from LAS Runway 25R; possibly due to an aircraft being cleared to line up and wait behind them.