elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; 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 Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I did a solo time building flight from ZZZ to ZZZ1. When I was 15 mile west of ZZZ1 about to join the approach course for [Runway] XX. I smelled smoke from the cockpit but all the engine indications were normal so I suspected it to be electrical smoke and decided to call approach and request to land immediately in nearby airport. Approach cleared me for visual to [Runway] XX in ZZZ1. I opened all air vent tried to trouble using the checklist while I was on short final the smoke got severe. After landing safely I requested for ground assistance to tow the plane back. With the help of ground assistance we towed the plane back to ramp and squawked the plane.




Synopsis: C-172 pilot reported a fume/smoke event resulting in an immediate landing at the destination airport.
Date: 201704
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise descent from FL370 on arrival 90 miles outside of our destination airframe vibrated with no abnormal engine indications. Went to idle descent and airframe vibrations seized. When advancing thrust levers to cruise at FL300 airframe vibrated and engine indications were erratic. Reduced thrust on number 2 engine until vibrations seized and engine indications were normal. We ran the QRH Checklist for engine limit or surge or stall. With all indications normal elected to leave the engine running; ran one Engine Inoperative Checklist; and asked ATC for priority handling; weather and to have Fire and Rescue standing by. Notified Dispatch; destination Station Operations; Flight Attendants and Passengers of situation and planned to land the aircraft in our destination. Landed safely; shutdown engine when clear of runway and had the Fire Department inspect the engine. No abnormal indications made by Fire Department. Taxied the aircraft to the gate with no further incident. Contacted Dispatch; Maintenance Control; and Chief Pilot. Logbook entry was made for defect.




Synopsis: B737 Captain reported completing the QRH ENGINE LIMIT OR SURGE OR STALL Checklist after number 2 engine developed vibrations during descent.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Challenger 350
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Turbine Engine Thrust Reverser
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: MEL; Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: L REVERSER FAIL Amber CAS [Crew Alerting System] Illuminated - After landing and deploying the thrust reversers; the L REVERSER FAIL CAS message illuminated. Left TR [Thrust Reverser] would not stow. Repeat write up. Placed on MEL.[Personnel] received a call from the crew; stating on takeoff roll the LH TR CAS [Left Hand Thrust Reverser Crew Alerting System] appeared; the engine rolled back the spoilers deployed they aborted the TO. They felt the LH TR that was just placed on MEL was not locked out per AMM (Aircraft Maintenance Manual) 78-30-00-040-802. I pulled the task up in the AMM and the crew found two breakers A14 & A15 not collared; unsure if the pins were installed. [Maintenance Control] requested the crew send in a new [write up] for the same defect; along with an aborted TO (Takeoff) item. Review with the tech the AMM and MEL for deferring the TR on a CL350S.




Synopsis: Air taxi maintenance technician reported that the Left Hand Thrust Reverser message during takeoff resulted in an aborted takeoff.
Date: 201706
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Police / Security Involved
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Procedure

Narrative: Just as we were getting ready to push the gate agent said we had a customer in first class that had marijuana in their checked bag. The TSA found it with a dog as I understand. I told the agent that we cannot take marijuana to Texas. This is where the problem started. The agent said its ok with the TSA and sheriff's department and are we ready to go? I told the agents; now 2 of them; that we cannot haul marijuana to Texas. They never got it at all. They think that if the TSA says it's ok; then its ok! I called the Dispatcher and we talked to the [operation manager]. We all three agreed that I was right. I demanded they remove the bag and once completed we went on our way to Texas. I am filing this report so that maybe we can train our agents in other states that the TSA does not control our airline; that just because something is legal in their state does not make it legal in another state; and that it would be nice if they gave the captain a little respect. Getting tired of eye rolling and other comments they make.




Synopsis: A B737 Captain reported preparing to depart from a state where marijuana use was legal; had a passenger's TSA identified marijuana removed because the destination was Texas where marijuana was illegal.
Date: 201406
Local time of day: 1201-1800
Location: STS.Airport, CA
Weather elements / visibility: 50
Light: Daylight
Aircraft: Cessna 170
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Second aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Approximately 20 miles north of UKI at 7;500 FT I contacted Oakland Approach and requested VFR flight following en route to STS. Approach gave me a squawk but did not follow up with a verification of radar contact; (location; altimeter setting and altitude) or any other transmission but he seemed occupied with other aircraft and I was in a remote area with rarely any traffic. (I know I should have called him to verify radar contact and altimeter setting). I monitored the frequency and when I heard an STS altimeter given to another aircraft; I adjusted my altimeter setting; I seem to recall it was 30.08. During my descent into STS on the 332 radial approximately 15 miles out; I was passing through 4;650 FT and noticed a helicopter at my 11:30 and approximately 400 FT ahead and 50 FT below. I made a 10 degree turn to the right and the helicopter made the same maneuver. I believe we passed 300 FT lateral and 50 FT vertical. The helicopter was red and white and I am very sure it was an EC-135. Approach was busy talking to another aircraft but when there was a break I asked Approach if he had seen the helicopter that I just passed. Approach said 'I did; but it was too late to say anything when I saw it; I apologize.' I then heard another aircraft that I assume must have been the helicopter say on the radio 'do you mean the helicopter that was at the proper VFR altitude for his direction of flight; 4;500 FT?'I transmitted 'the Cessna was descending through that altitude enroute to Santa Rosa.' Approach then asked if I had STS in sight. I replied that I did and Approach said 'Contact Tower 118.5 and squawk VFR.' I then listened to ATIS for STS; contacted Tower and landed.




Synopsis: A C-170 pilot suffered an NMAC with a Eurocopter while descending for an approach to STS while utilizing flight following. A busy Controller's inability to provide timely traffic information was a contributing factor.
Date: 201409
Local time of day: 1201-1800
Location: ATL.Airport, GA
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: Initial Climb
Airspace: Class B ATL
ATC / advisory: Tower ATL
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We encountered wake turbulence on the RNAV DAWGS departure after departure shortly behind a B757. We were RNAV off the ground; Runway 27R. A B757 was just lifting off [Runway] 27R when we were cleared for takeoff with the RNAV SID routing. After liftoff I called for gear up; speed mode; and LNAV. At about 1;000 AGL (while manually flying with the flight director on) I called for flight level change and pitched the nose to accelerate to 240 KTS per out SOP. Shortly thereafter the aircraft encountered wake turbulence characterized by turbulent air and the aircraft rolled approximately 10 degrees and I corrected with opposite aileron input. I was able to correct the roll and the flight proceeded along the DAWGS RNAV SID. We did not notify the Controller about the wake encounter as I believe is typical regarding pilots and wake encounters. I thought about asking the Captain; who was the pilot not flying; to let ATC know but I did not and we were busy flying the SID and running after takeoff flows and checklists.




Synopsis: EMB-145 First Officer reported encountering wake turbulence in trail of a B757 departing ATL that resulted in a ten-degree roll.
Date: 201603
Local time of day: 1801-2400
Location: CCR.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: M-20 Series Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower CCR
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Developmental
Human factors: Training / Qualification; Confusion; Communication Breakdown
Second reporter function: Pilot Flying; Single Pilot
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Human Factors

Narrative: Aircraft Y landed and exited at the end of the taxiway as instructed by local. The pilot's request was to taxi back to the runway for another departure which was granted via taxiways to the runway. Aircraft X landed and was instructed by Local to turn left at a taxiway cross the active parallel runway then contact ground. Aircraft X actually stopped on the active runway then proceeded to contact me on ground frequency. I coordinated with Local to cross Aircraft X which he approved. I then told Aircraft X to cross the active; pass behind the Cessna then begin his taxi to parking which is on the east side of the field.Aircraft X made a left turn on the active runway thinking he was on the taxiway. I noticed immediately then Local gave me control of the runway to get Aircraft X off the runway since he would now have to taxi down to a different taxiway. I then instructed Aircraft X to hold his position for Aircraft Y that will pass from his right to left. Aircraft X exited runway then made a right turn onto the taxiway nearly crashing into Aircraft Y. I stopped Aircraft X just in time and Aircraft Y had just enough room to get around him.


Second narrative: I was instructed to cross from the landing runway across via a taxiway and the parallel runway to Taxiway [XX] but instead of crossing the parallel runway I taxied on to the runway in error. I had not crossed the runway as instructed I therefore exited the runway at the first opportunity and proceeded to taxiway [XX] where I encountered another aircraft coming from my right. I immediately stopped taxi until instructed by Ground Control to proceed. There was no danger to aircraft or people involved.


Synopsis: An aircraft mistook an active runway for a taxiway and taxied onto the runway instead of crossing the runway.
Date: 202012
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Wind
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Arrived at destination and load crew advised us that DG can door was not secured to ULD (Unit Load Devise); can was resting on main cargo deck door. Load crew noted that all DG was still secure to floor of ULD (Unit Load Device) and intact. The cause was DG agent in ZZZ failed to secure door to DG ULD (Unit Load Device) after presentation of DG to flight crew. The reporter recommends load crew not leave cargo area until DG door is visually confirmed closed. DG Inspection checklist listed in FOM does not require flight crew to verify DG door reattached after presentation although common sense should be applied. Positioning of this particular DG container would not have allowed 'double checking' of secured door through smoke barrier windows. Reliance on other parties to perform job correctly is inherent in our operation. This was just a mistake by the ZZZ DG agent.




Synopsis: A-300 First Officer reported  departure cargo load ground agent failed to properly secure Dangerous Goods container prior to departure.
Date: 202007
Local time of day: 1201-1800
Location: JYO.Tower, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class E Y
ATC / advisory: Tower JYO
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Corporate
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Time Pressure; Other / Unknown; Situational Awareness
Anomaly: Conflict NMAC; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other initial climb
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Airspace Structure
Primary problem: Aircraft

Narrative: Departed JYO and was climbing to altitude when drone was sighted traveling approximately on a heading of 150 while we were climbing on a heading of 330. The drone passed us on our right wing about 30 feet horizontally from us. Can't be sure but appeared to be a fixed wing drone vice a quad copter.




Synopsis: C172 Pilot reported a NMAC with an opposing direction UAV.
Date: 201606
Local time of day: 0601-1200
Location: TYS.Airport, TN
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C TYS
ATC / advisory: TRACON TYS
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Confusion; Distraction; Workload; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Airport; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were left very high coming into TYS and cleared for the visual to 23L; we asked if it would be alright if we fly through the LOC course in order to lose a bit more altitude. ATC then turned us right to a heading of 050 and down to 2;700. They told us to expect the localizer approach. We then corrected them and told them we still wanted the visual but needed a bit more room to lose altitude. They recleared us for the visual; at this point we were downwind. I began to turn base and leveled at 2;800 ft. We were between the final approach fix and the intermediate fix and would intercept just outside of the FAF. We then got a terrain warning. We were well clear of all obstacles. We then got the terrain pull up and climbed up about 400 ft until the warning stopped. We landed uneventfully. I am still unsure if this warning was an actual event of a false warning since the controller gave us 2;700 for vectors to the LOC. Either way; I should have stayed higher once being cleared for the visual. We were left high and fast coming in to TYS and instead of slowing down then descending; I descended then slowed. I should have done it the opposite way. My experience level contributed to the event.


Second narrative: On base leg to TYS we experienced an EGPWS warning that warranted the escape manuever. After complying with escape manuever we were able to re stabilize and continue the approach. This event happened about 10 miles east of the airport. It was visual and no hazardous terrain and towers were noted. It only required 200 ft. increase in altitude to cancel warning. I believe it may have been a false indication.


Synopsis: Air carrier flight crew reported an EGPWS 'TERRAIN; PULL UP' warning while flying a left descending base for a visual approach to TYS Runway 23L.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Our aircraft was turning crosswind when another aircraft asked for a traffic advisory but other aircraft had not specified airport of intention. As our aircraft started turn to downwind we went to ask which airport the other plane was talking to help give a traffic advisory at which point we noticed other aircraft was already entering the pattern right in front of us. Emergency descent had to be performed to avoid midair collision with other aircraft who had made no radio calls about position or entry. A contributing factor to this could be that we had not made a 'turning downwind' radio call as we were still turning to the downwind when the event occurred.




Synopsis: Flight instructor reported a NMAC with pattern traffic.
Date: 201702
Local time of day: 1801-2400
Location: DAL.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DAL
ATC / advisory: Tower DAL
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were cleared for a visual to 31L off a right downwind. Preceding aircraft reported a very near miss with a drone at 500 AGL on 31L. We were intently looking for the drone. First error was lining up on 31R. Tower queried us about our alignment at four miles and we sidestepped to 31L. We continued to configure while looking for the drone. I called for flaps 30. PM set flaps 25. We were both outside looking for the drone below 1000 ft. 'Too Low Flaps' alert. We configured flaps 30 and landed.




Synopsis: Air carrier First Officer reported being distracted by a reported UAV in the area of Runway 31L at DAL; missed setting flaps 30 and received a 'Too Low Flaps' alert. Crew set flaps and landed uneventfully.