elihoole/asrs-aviation-reports huggingface dataset:
Date: 202002
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On landing roll out took the controls from the FO (First Officer) who been the flying pilot for the approach. Made the turn onto taxiway and we were approaching the ramp. I was looking outside to taxi but saw the red Fire EICAS indication and said that we have a fire. As we were turning onto taxiway the cockpit filled up with smoke.  Due to the smoke in the cockpit and a FIRE indication followed CFM procedures and evacuated the aircraft. We informed Tower and asked for fire equipment to respond. We ran the Emergency Evacuation QRH procedure and deployed the slide on the left side of the aircraft. We evacuated down the slide and went to a spot in front of the aircraft while the fire fighters climbed aboard the aircraft.  We were then taken to a hospital for medical evaluation due to smoke inhalation. Unknown source of smoke during taxi accompanied with fire warning.


Second narrative: Upon taxiing off of [the runway]; I was looking out to the right to clear on to taxiway. There was a fire warning indication and the cockpit filled with smoke/fumes. Once on [the taxiway] the Captain set the brake; I notified the Tower that we [had] smoke in the cockpit. I confirmed with the Tower that we were requesting emergency equipment. I ran the after landing checklist; the Captain ran the shutdown checklist. We both ran the QRH Evacuation checklist. The Captain opened the door and we evacuated via the slide. Waiting for the final MX (maintenance) report for what caused the Fire Warning and Smoke/Fumes in the Cockpit.


Synopsis: B757 flight crew reported evacuating the aircraft on the taxiway after receiving a fire indication on the EICAS and smoke of unknown origin in the cockpit.
Date: 201703
Local time of day: 1201-1800
Location: MYF.Tower, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D MYF
ATC / advisory: Tower MYF
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading 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 Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was taking off on 28R at Montgomery-Gibbs Executive Airport and when turning crosswind once I hit 1000 feet I encountered an aircraft that was coming in at the 45 degree angle for the downwind leg. I then diverted left and contacted Tower and asked if this aircraft was coming into the pattern. They said yes and that I turned too early. I had turned within 300 feet of traffic pattern altitude at the end of the runway. Because of safety concerns I turned possibly too early within half mile from the runway.




Synopsis: C172 student pilot reported turning crosswind early and causing a conflict with traffic entering the pattern.
Date: 201202
Local time of day: 1801-2400
Location: HCF.TRACON, HI
Aircraft: Orion (P3)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A HCF
ATC / advisory: TRACON HCF
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Accepted hand off on a P-3 from sector R3. Workload was becoming heavy during inbound rush from mainland. The P-3 came up on frequency no problems with communications; after clear of traffic climbed him to altitude and observed him level FL270. I then noticed his transponder was becoming intermittent and was getting a primary only. I advised him to recycle transponder and it came up again no problem. This was the last transmission I recall hearing. I tried my back up frequencies as well. I tried getting confirmation that he could hear me using 'ident' however his transponder had become to intermittent as I never once witnessed an 'ident'. Other aircraft relayed for me that he had received the necessary information to transition oceanic and I decided to terminate RADAR with him thru another aircraft and the P-3 accepted the frequency change thru another aircraft. I was becoming very busy and I noticed his target deviate from his flight plan immediately after APACK. I was very busy on the RADAR so I instructed my D-Side to coordinate with the necessary facilities and advised management. Other aircraft began to tell me that the P-3 was trying to call me and thru the other aircraft; I advised the P-3 that I showed him off course and advised them of the routing they should be on. The other aircraft advised that the P-3 copied and I witnessed the aircraft changing their course back toward APACK. I advised the other aircraft to tell them to communicate with ARINC and to change frequencies as I was too busy. I do not know what caused the aircraft to deviate from their course and I did not have time to inquire about it either thru other aircraft or thru ARINC which did have communication with the P-3. Recommendation; military aircraft in general have terrible radios and equipment; especially the P-3s. I recommend new flight standards for military communications and transponder equipment immediately as it has caused many dangerous situations almost daily; or perhaps increased coverage for our own radio transmitters and receivers.




Synopsis: HCF Controller described a loss of communications event with a military aircraft; expressing concern regarding military aircraft and their inoperable communications equipment; many of these aircraft having been in operation for a very long time.
Date: 201604
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Rain; 2
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower LAX
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were instructed to cross Runway 25R on Taxiway P and turn left onto parallel Taxiway B. While I was reading back instructions to Ground Control; Captain turned left onto Runway 25R. I tried to motion him to stop the turn and continue straight across on P; but by time he realized his mistake we were too far into the turn. We continued down the runway to the next intersection (Taxiway T) and exited there.I should have stopped my communications with Ground Control to verbally alert the Captain. He would have most likely responded more quickly to my verbal communication than he did to my gestures.


Second narrative: [Narrative contained no additional information.]


Synopsis: Air carrier flight crew reported being cleared to cross Runway 25R at LAX; but made an incorrect turn and ended up on the runway. They exited at the next intersection.
Date: 201811
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
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: Window Ice/Rain System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Level at FL370; we were given a speed reduction to .78 mach.  As the throttles retarded to idle; the First Officer noticed a small bluish puff of smoke in the area of his side window.  He also noticed a slight oily smell.  The smoke and smell quickly dissipated.  I did not see the smoke nor did I smell anything out of the ordinary.  As we started our descent; the throttles again came to idle and the First Officer again saw and smelled the smoke.  We had two jump seaters in the cockpit and they noticed the smoke as well at this time.  Again; the smoke quickly dissipated.  As we continued the arrival; the power increased and retarded to idle approximately 7-8 more times.  The smoke appeared and quickly dissipated two more times.  After the fourth idle reduction; the smoke no longer appeared.  During the descent; I called the Purser in the cabin and inquired if smoke or fumes were present.  She replied no and would ask the rest of the cabin crew.  She called back shortly and stated that no one noticed smoke or fumes in the cabin.  The Smoke; Fire or Fumes Checklist was reviewed; but not accomplished.  A message was sent to Technical Support Maintenance Control asking for Maintenance to meet the aircraft.  The event was entered in to the Maintenance Log and a smoke questionnaire was completed by the cockpit crew.




Synopsis: Air carrier flight crew noticed a small amount of smoke near the co-pilot side cockpit window. The smoke appeared several more times. The smoke dissipated and never returned and the aircraft landed without incident.
Date: 201510
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Maintenance
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Aircraft; Procedure
Primary problem: Procedure

Narrative: Upon arrival no ACARS message per prior bulletin of potential aft Center of Gravity (CG) and aircraft tipping during deplaning. I felt aircraft starting to rise at gate and at the same time a mechanic rushed in and said aircraft tail was settling quickly. I immediately had as many passengers as possible come [forward] from [the back] of the aircraft and called for the jetway operator to move the canopy back as soon as possible so L 1 door would not catch and get damaged. Mechanic raced back down to ramp after I suggested to tell ramp to immediately stop unloading forward cargo bin and to get everything out of aft cargo.




Synopsis: A B737-900 crew parked and with no ACARS AFT CG or TIPPING alert; deplaning began. The Captain felt aircraft movement in time to move people forward and cease forward cargo baggage removal which prevented tipping damage.
Date: 201508
Local time of day: 1201-1800
Location: JWN.Airport, TN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF JWN
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: Corporate
Reporter function: Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport; Procedure
Primary problem: Human Factors

Narrative: JWN has had major airport construction affecting all taxiways and runways and approaches. It is now effectively a day time VFR only airport with only part of one taxiway for access to Runway 2/20. Before the closure; the airport supported about 180 operations a day. With the only access at the approach end of Runway 2; all aircraft must back taxi for takeoff on Runway 20 or back taxi after landing on Runway 2. Aircraft waiting to takeoff must hold well clear of the hold line in order to allow aircraft to exit the runway. Today we made all radio calls announcing our position in the pattern as we prepared to land on Runway 2. Our landing was uneventful until we did our 180 turn for the back taxi and came nose to nose with the PA28 who had just landed behind us thinking we were going to exit at the end of Runway 2. The Piper pilot heard our radio transmissions; but we did not hear his until we had landed and turned around. The Piper pilot had either not heard the AWOS that warns of the back taxi requirement nor had he read the NOTAM for JWN. I see poor planning discipline from pilots quite frequently. The pilot of the Piper continued with his landing even after seeing us land. He assumed we would be clear before he needed to exit. This was of course poor airmanship; but I believe we have a dangerous situation at JWN. I have instructed my CFIs to not practice landings at JWN.I recommend that either the airport be closed until such time more taxiways are open or that there be installed a temporary tower controller assigned much like at football games to prevent future hazardous situations from occurring.




Synopsis: SR22 instructor pilot reported a ground conflict at JWN when an aircraft landed behind him; apparently unaware of the back taxi procedures in effect while construction is in progress.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class C ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon takeoff/climbout the gear handle was placed in the Up/Up position for retraction. All indications were normal during retraction. The gear handle popped to Up/Neutral and the red in-transit light extinguished. Upon completion of the Climb checklist; approximately 30 seconds later; I noticed that the red in-transit light was again illuminated. I requested to suspend my climb while I attempted to troubleshoot. I recycled the gear to the down position and received a green light on each gear. I brought the gear to the Up/Up position and monitored the indications and handle position. After a normal retraction; all lights were extinguished and the handle returned to Up/Neutral. After approximately 1-2 seconds the red transition light once again illuminated. I requested a return to the airport and for a low pass over Runway 8. The Tower confirmed the gear was up; however; the inboard doors were still open. After extending the gear I made another low pass on Runway 3 and received confirmation that all three were down and locked. No abnormal indications occurred during the extension process. I flew another pattern and landed on Runway 3 without incident. No defects in the gear were noted upon post flight inspection.




Synopsis: When the landing gear doors failed to retract on a PA-31 the pilot extended the gear; made a fly-by for the Tower to confirm the gear was down and landed safely.
Date: 201409
Local time of day: 1201-1800
Location: HHR.Airport, CA
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Situational Awareness; Communication Breakdown
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working the Manhattan sector when I approved Aircraft X to be released off HHR airport and I would talk to aircraft right on departure; (Normally the LAKR sector does that).  When I first talked to Aircraft X he was out of 015 for 030 with traffic in his 12 o'clock and 2 miles at 025.  I had to immediately stop Aircraft X at 020.  HHR was talking to the aircraft at 025 which was Aircraft Y.  After I got traffic in sight I then climbed Aircraft X. I asked HHR why they didn't stop Aircraft X and they said 'We called traffic and the they looked fine because one was VFR.'  If I didn't stop Aircraft X at 020 there would have been a near mid air in my opinion.HHR Tower to be reminded that they have to solve all potential conflicts prior to shipping an aircraft.




Synopsis: SCT TRACON Controller reports of a conflict that he resolves with an IFR departure that he is talking to and a VFR arrival that is talking to the departure's Tower.
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: TRACON ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After gear retraction we heard a steady banging noise. I had the First Officer check the hydraulics page as it sounded a lot like Hydraulic Hammering. ATC cleared us up to 11;000 and we requested a lower altitude to look into a problem we were having. We leveled off at 4;000 per ATC and began troubleshooting. I noticed that the #1 Main gear was intermittently indicating 'in transit.'  We then referred to the QRH which had no guidance on this malfunction. I slowed the aircraft to 180 KTS and cycled the landing gear. When extended we got a good positive downlock indication (3 green [lights]). When retracted one more time we got the same result of Hydraulic Hammering and intermittent 'in transit' indications. Not knowing if this was a hydraulic system about to fail or a failed up lock; I had the landing gear extended; declared an emergency and returned to the airport for landing. We did not brace the passengers as the gear was solidly indicating green; down and locked and was not giving any indications otherwise.  Also; with the gear down the Hydraulic Hammering ceased. The landing was normal; and we were met by CFR who inspected the aircraft for external damage and then cleared us to continue to the gate. The flight was canceled shortly thereafter.




Synopsis: An E-145 flight crew opted to declare an emergency and return to their departure airport when the landing gear repeatedly failed to retract completely and; instead; produced a loud hammering noise.  The gear extended normally and a safe; normal landing was made.  The flight was canceled.
Date: 201208
Local time of day: 0601-1200
Location: LIMM.ARTCC, FO
Flight conditions: VMC
Aircraft: Challenger 300
Operator: Fractional
Operating under: Part 91
Flight phase: Descent
ATC / advisory: Tower LIMC
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were descending into Milan and talking to the Center just prior to the Approach Controller. The pilot not flying asked that I take over the radio while he picked up ATIS. The Controller issued what I understood to be the instruction 'descend to 310 - eleven at TIRUL.' Controller had a strong Italian accent. I asked him to repeat the instructions. I read back to the Controller; 'Descend to 310 - eleven at TIRUL.' I was not sure of the exact fix so I spelled it phonetically. He then again read the instructions to what I thought was - descend to 310 - 11;000 at TIRUL. I again acknowledged. When passing through FL300 the Controller asked what my assigned altitude was. When I told him 11;000 at TIRUL he said; 'No; assigned altitude is 310; climb back to 310.' We immediately climbed back to that altitude; after analyzing the Controller most likely said to descend to 310 - level at TIRUL. The word 'level' and 'eleven' sounded very similar with his accent. We did not see any other aircraft on TCAS and asked the Controller if everything was okay and he said there was no problem. He then gave us a change of frequency to another sector and we continued our descent into Milan. It's important to realize there's going to be language barriers and phraseology differences when flying in foreign countries. You must be aware of this and double check on any instructions. This is even more important when the other crew member is performing other duties.


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


Synopsis: CL300 flight crew misinterpreted descent instruction due to Italian Controller's accent.