elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of ZZZ around 11;000 feet or so we received an aural warning and master warning light. Noticed the #2 engine oil pressure gauge fluctuating wildly from normal pressure down to the red line and back and forth. Emergency checklist had us reduce power to idle and condition levers to start feather. Pushed the alt feather switch and engine did not feather. NP was above requirements to shut the engine down so we left it operating in accordance with the checklist. I notified ATC before that with the assumption we would have to shut it down. We completed the checklist with the condition levers to max and the engine still producing power and I held a conservative airspeed around 180 kts all the way down the approach. I flew the visual approach to [Runway] XXL without incident and taxied to the gate. After turning the aircraft over to Maintenance we received a new plane and flew our last leg safety getting our passengers to their destination. The emergency checklist directed us to not shutdown the engine and we diverted back to ZZZ since we were only about 30 miles out. The oil pressure gauge continued to wildly fluctuate with the aural chime all the way back to Seattle. After parking and deplaning; Maintenance notified me the engine was covered in oil. Once we landed; Maintenance informed us the engine was leaking oil and when they opened the nacelle they discovered oil covering the engine was covered in oil. One of my senior flight attendants remarked she liked the fact I made the announcement to the passengers and let them know that emergency vehicles would be meeting the aircraft and following us to the gate.




Synopsis: Dash-8 captain reported experiencing an engine oil leak on climb-out.
Date: 201907
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General Police / Security Involved
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Bag arrived with battery attached. Customer was called to [Baggage Office] and advised of hazard. According to customer; departure airport checked bag at gate.




Synopsis: Ramp Personnel reported bag unloaded from baggage cargo with batteries attached.
Date: 201807
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Amateur/Home Built/Experimental
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: While practicing maneuvers at approximately 2;000 feet while on Flight Following; [TRACON] advised us that an aircraft was moving at 130 knots behind us and that we should turn immediately to the South. We did so. The other aircraft then followed us in the left turn. We continued to try to evade them by turning tighter and lowering our altitude. The other aircraft continued to follow us. I was extremely concerned they were trying to hit us intentionally. I asked [TRACON] if we could be cleared into Class B airspace because we could not get away from them. They denied our request. I asked the controller if they were talking to the other aircraft; he said they were not. I asked if I could get any information about the aircraft; the controller said; since the aircraft was squawking VFR; they had no information on the aircraft. I later asked the controller if there was anything we could do to report the incident and he said there was not.When we returned to [our home airport] I heard [another pilot] reporting inbound from the area we were just in. I suspected it might be him. When he landed I approached the pilot of Aircraft Y. He immediately asked if we were just in [the area] doing circles. I asked if that was him following us in the turns. He said it was. I told him that it was extremely dangerous and that he scared my student and I a lot.




Synopsis: LSA pilot reported that he was unable to avoid another aircraft following his aircraft.
Date: 202008
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: Today upon checking in for my last flight for the day in ZZZ; I was told by the gate agents that [seats] XX and XY are available for passengers if needed. I didn't understand exactly why; so I spoke to Person X and she verified this.Essentially; the company is putting revenue above Flight Attendant safety. I find this to be unacceptable for obvious reasons. The health and safety of colleagues of the company are of the utmost importance as the company always says.The seat in XX has a view panel that is required to be open for taxi; takeoff; landing and turbulence. The Purser has to sit in the jumpseat facing all passengers with that view panel open. This is not safe for the Flight Attendant sitting directly in their jumpseat at XZ. Also the last seat in the rear of the aircraft on the aisle should not be available if needed; but rather blocked.Yes; the policy is that the mask is to be placed over the nose and mouth and that no vented masks are acceptable on board. It is also stated that if a passenger doesn't comply; to provide the customer(s) with the company's policy for masks. I would then file a report and inform the appropriate parties; including the Flight Deck. This doesn't negate the safety issue at hand of the passenger in XX not complying or when they are eating and/or drinking. I would appreciate a prompt review of the following as now my health could be in jeopardy.




Synopsis: Flight Attendant reported that allowing passengers to sit in seats that are directly opposite flight attendant jumpseats could jeopardize flight attendant health.
Date: 201810
Local time of day: 1201-1800
Location: N90.TRACON, NY
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: TRACON N90
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Flight conducted VFR GPS Direct to [destination] with VFR Advisories along entire route. Drone sighted on right side side of aircraft at designated location and seen by both passenger and pilot. Drone was a black quadcopter. Sighting reported to NY approach. Flight condition was VFR on top above a solid overcast at 3500 FT.




Synopsis: Cessna 182 pilot reported airborne conflict with UAV.
Date: 201911
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Overhead Bins; Latches
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was called to pre-board the flight. While doing my emergency equipment checks I noticed that it was nearly impossible to remove the First Aid Kit from the forward overhead bin aircraft right. Since adding the music player below this bin has been compressed and the AED and First Aid Kit now barely fit. There is noticeable wear and tear to the top of the AED from being scrapped against the hinge; and the First Aid Kit will not come out unless you nudge it into the middle between the hinges. This could be very unsafe in an emergency situation if Flight Attendant's cannot get out lifesaving equipment.Change the shape of the first aid kit or move them to another location that allows Flight Attendant to easily access them in emergency situations.




Synopsis: Flight Attendant reported that the tight fit of the First Aid Kit and the AED make them difficult to remove from the overhead bin.
Date: 201201
Local time of day: 0601-1200
Location: BBG.Airport, MO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D BBG
ATC / advisory: Tower BBG
Aircraft component: GPS & Other Satellite Navigation
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Other / Unknown; Situational Awareness; Human-Machine Interface
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was flying to PLK and the trip was uneventful until my approach to land. I had a current chart and downloaded info for PLK and BBG. I used an older Garman 295 which was out of date; but with a current chart and downloaded information (reference only) I thought I would be fine. As I got close and had airport insight approximately 5 miles out I called PLK Tower with my position and intent. No answer; no problem 122.7. I called an extended left base then noticed my GPS reading I was at the airport. But I wasn't there yet; I had a mile or so to go (nothing clicked yet). I called base to final. I was looking for other traffic during this time and saw none. I called final; and then saw the runway markings. PLK is a 12-30 I saw 14-32 (click). Then I saw a green light from the Tower. Nearing the threshold I landed. [I] taxied up to a young man that gave me a phone number to call. So I did; and after a polite but firm ass chewing/lesson [Tower] let me fly back to PLK. I landed at BBG having never seen PLK; which I flew right over. BBG is a newer airport which did not show up on my GPS. Note to self even flying VFR have an updated GPS and pay attention when approaching controlled airspace. That is about it; the rest of the trip went fine.




Synopsis: PA28 pilot reports mistaking BBG for PLK due to using an older Garmin 295 without a current data base. BBG is a newer airport and Tower controled.
Date: 201604
Local time of day: 1201-1800
Location: L72.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E E10; Special Use R2524
ATC / advisory: TRACON E10
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I am an experienced pilot in Europe but a new pilot in the U.S.; so I try to get the best from the flight planning tools in the U.S. but everything is not always as clear to me than it would be for old American pilots. I was on a VFR flight from HND; to MHV. Before my flight I checked on the FAA website (sua.faa.gov) the activity status of all special status area on my route. Seeing that R2502N was hot; I decided to avoid it by the north. On the same website; R2524 was not shown as active. So I decided to plan my route through it. From departure at HND I requested flight following; as I always do; to ensure I don't do any navigation mistake and to have help in case I need it. I updated the FAA website inflight and R2524 was still cold. I was on flight following with Joshua app; the dedicated ATC center for R2524; radar identified with a specific squawk code. With no specific request on my side; Joshua cleared me through R2524 'at or above 12000 ft' which I didn't really understand as I was flying at 8500ft and; in my mind; the area was inactive. I should have asked why; but I didn't. Just before entering the area; the ATC asked me to take a heading 340. I thought it was for airplane avoidance; and I followed the heading for some time. After a few minutes; I asked to resume navigation; which ATC approved. So I resumed my navigation direct to MHV; which made me enter the R2524 area. Then the ATC told me I was inside an active restricted area - this is when I realized my error!I talked to the center supervisor on the phone later; and explained the situation. He agreed that the area was not active on the website; but explained me that it was not meaning it was not active 'for real' and that I should have asked ATC about it. I apologized about that and I hope I haven't caused any trouble for other airplanes training in the area. On my side; it's a good lesson for next time; as my flight instructor told me: always ask ATC even when FAA website says it's OK; and always assume restricted areas are hot unless ATC says otherwise!




Synopsis: C172 pilot was advised by ATC he was in a hot restricted area that was shown cold during his preflight.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ; Class C ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi; In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The First Officer noticed smoke coming from the flight counter on his yoke. We [advised ATC] and returned.


Second narrative: Just prior to takeoff; both the Captain and I noticed a smell that we associated with the air conditioning system. The smell was faint prior to takeoff. After takeoff and selecting the flaps up; the smell became increasingly strong and changed to a burning plastic smell. I placed my hand on the upper half of the control wheel to initiate a turn towards a heading of 280. The flight counter (upper left) felt very hot to the touch; enough so that I couldn't touch that portion of the control wheel. I turned on my reading light and engaged the autopilot and saw smoke emanating from the flight counter. I informed the Captain and we immediately dawned masks and established Crew comm. We informed Departure of our [situation] and intention to return. Control was transferred to the Captain and I began running the smoke and fumes checklist. ATC initially vectored us to one runway then changed to a different runway which led to a 360 turn to better establish ourselves to land and configure. Captain gave me control back of the airplane; landed; and taxied to the gate uneventful after Ground EMS cleared us.


Synopsis: Flight crew reported burning smell and smoke emanating from the yoke on departure and returned to land.
Date: 201604
Local time of day: 0601-1200
Location: AEX.Airport, LA
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D AEX
ATC / advisory: Tower AEX
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: New hire First Officer was flying visual approach Runway 14 AEX. Prior to clearance for the approach; we were given direct to CROVE (outer marker). We were level at 2;000 feet MSL; and after receiving approach clearance and reporting left base to Tower; the First Officer widened out a little to a modified downwind/base to give himself more room. The Tower had requested us to advise turning final. I believe we were at 180 knots; not certain; but flaps were at 8 degrees. During the widened base turn; I noticed a cyan TCAS target 200 feet below; which quickly turned amber (with 'traffic' TA); then showed our altitude and became a TCAS 'climb' RA. I announced that I had the controls; disengaged the autopilot; and began the RA compliance. During the bedlam; the First Officer never heard my call for the controls; and was still on the controls with me. Our hands actually bumped on the thrust levers and we were both pulling back on the yoke complying with the RA. The 'climb' aural went to an 'increase climb' and at some point I heard the Tower Controller say something undiscernible. At this point; the VSI was out of the red; the First Officer had positive control of the aircraft; and I informed the Tower that we were complying with a TCAS RA. Tower informed us he was not talking to anyone in our area; and asked to advise when done complying with the RA. He also said at some point; 'no need to advise turning final'. We were 'clear of conflict' around 3;000 feet MSL; stabilized around 3;300; made the turn back toward the Runway 14 final; and continued the visual approach to an uneventful landing. I never saw the intruder aircraft; but the First Officer did; and stated in our debrief that it was a [small low wing aircraft]. The First Officer estimated 500 to 700 foot separation; although I have no reference to validate his estimate. Nonetheless; I would certainly consider this a 'near miss'.




Synopsis: Captain reported an NMAC with a light aircraft on approach to AEX.
Date: 201503
Local time of day: 1201-1800
Location: PHX.Airport, AZ
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: Climb
Airspace: Class B PHX
ATC / advisory: Tower LUK
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Climbing westbound controller cleared me through Special Air Traffic Area (SATR).  Controller clears me to maintain VFR at or below 5;000.  The phraseology basically seemed like it was a clearance into Class 'B' airspace but to remain below 5000 Class 'B' was from 4000 to 9000.  I would assume the Luke controller pointed me out to Phoenix approach that owns that section of class 'B' airspace.  It seemed that everything was fine with my altitude with Luke approach.  No one said anything and it was a nonevent but I still think the controller should make it more clear about the clearance into the class 'B' airspace.




Synopsis: Pilot reports of not being sure if he was cleared into PHX Class Bravo airspace by controller.