elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Piper Single Undifferentiated or Other Model
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Other Seaplane and Glider
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During a tailwheel transition training flight; the aircraft departed the runway surface on landing. The winds upon time of landing favored Runway XX and a right-crosswind component of about 10 knots was present at the time of the occurrence. No other traffic was in the pattern and the approach was stable throughout. The touchdown was in a three point attitude and did not bounce. On the rollout; the student improperly managed rudder control and the aircraft rapidly developed a significant turn to the left. As Instructor; I took control of the aircraft and stopped the ground loop from further developing. The aircraft departed the hard surface of the runway at roughly a 10 degree angle at a fairly slow speed and came to rest in the grass about 20 feet from the edge of the runway. Upon shutting the airplane down; both the student and I exited the airplane to assess the situation. No signage or lighting was hit nor was there any damage present on the airplane. The grass was smooth and no holes were present.The situation developed from a normal crosswind landing to a runway excursion quickly. The cause was an improper control input by the student that was not caught in time by me; the instructor. Despite not reacting in time to prevent the excursion; the aircraft did not ground loop and no damage was sustained by the airplane. Any corrective action would be on my part as the Instructor; to take control sooner before such a significant turn could develop.




Synopsis: PA-12 Instructor Pilot reported his student lost directional control on the landing roll resulting in a runway excursion.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Intense smell in cabin right after takeoff. Immediately FA (Flight Attendant) called back to FA B; we discussed issue. Flight Deck immediately called us. CA (Captain) then declared we will return to ZZZ. Kept eye on passengers; no one wanted or needed oxygen. FA A was light headed and feeling pressure in her chest. FA B; myself felt light headed and tingling starting in my body. Smell was so strong like burning rubber. CA was amazing and got us back safe.




Synopsis: EMB-175 Flight Attendant reported strong burning rubber in cabin right after takeoff. After reporting to Captain the flight crew executed an uneventful return to departure airport.
Date: 201410
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft TA
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: My student was flying the VOR 35 into ZZZ Airport and was issued the published missed at ZZZZ Intersection but was asked to hold at 3;600 instead of the published 2;600 feet. On our second trip around on the outbound leg our TCAS issued a traffic alert with no altitude indication heading across our present course. As we were in a low wing aircraft I took controls and issued a climb to hopefully avoid the inbound aircraft. After climbing to 3;800 feet I was able to spot a Piper single engine aircraft that was crossing right underneath us. At that time I informed ZZZ departure of why we were higher than we were supposed to be and made them aware of the piper flying without a mode-c transponder. ZZZ Departure later reported back that the piper had called up ZZZ1 Tower and confirmed that their mode-c was not working.




Synopsis: A pilot and instructor experienced an automated traffic alert and near mid air collision when they encountered a conflicting aircraft with an inoperative transponder. ATC had not provided any traffic information.
Date: 202006
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: 6
Light: Night
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Confusion
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: The flight was to keep me current for both day and night flight. This COVID-19 thing has kept me from flying lately. Typically I do this with a general currency flight that starts during daylight and ends at night; so I can get my 3 landings in. I also go through flight Maneuvers as a part of the currency. That day I did slow flight; Power on and power off stalls as well as steep turns. I was feeling a little disoriented so discretion being the better part of valor I decided to head back to ZZZ. My preparation for the flight was flawed: 1) I didn't protect my night vision 2) I didn't properly get the aircraft set up for night flying 3) I didn't have my firelight app set up [as it should] have been. When I headed back I flew through ZZZ Class D airspace without communicating. I usually fly around the space and I didn't realize I had entered it until I looked down at the airport. It is very close to ZZZ1 and I just wanted to get the plane on the ground at that point.




Synopsis: GA pilot experienced an airspace incursion while returning from a practice flight. Pilot reported not being fully prepared for the flight and had not flown lately due to the COVID-19 pandemic.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Oil Filler Cap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Incorrect / Not Installed / Unavailable Part
Primary problem: Human Factors

Narrative: Flight arrived at ZZZ. Performed exterior postflight inspection. Maintenance action was required for the lower beacon and VHF3; visually inspected both wing engines; visually checked oil quantity using the glass sight on the oil tank; noted oil quantity was within limits; no oil was added. Closed access doors and removed ladder. Flight diverted to ZZZ1 due to #1 Engine oil pressure low. Found #1 Engine oil cap off; not secure.




Synopsis: A Line Aircraft Maintenance Technician reported he performed a post flight exterior inspection of an MD-11 aircraft that included visually checking the engine oil quantities using the sight glass on the oil tanks. No oil was added. The flight later diverted due to low oil pressure on #1 engine. The oil tank cap was found off and not secured.
Date: 201603
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Dusk
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SAN
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: Descending on the LYNDI Arrival into SAN and approximately near LUCKI; the approach controller told us to fly a south heading and to descend and maintain 5000 ft and expect vectors RNAV 27 approach. After turning South and leaving 6000 ft we received a GPWS TERRAIN PULL UP warning. I immediately went TOGA (Take off/Go Around) THRUST; disconnected the autopilot; went full climb. The warning went away passing back through 6;000 ft; and at approximately 6700 ft I leveled off and reconfigured the aircraft back into auto flight. The Captain told the controller that we had a GPWS warning and executed a climb. The controllers response was '5000 is a good altitude'. He gave us a right turn direct to VYDDA and said to descend and maintain 5000 ft. The approach and landing was routine. Our terrain displays never showed any terrain.




Synopsis: A319 First Officer reported receiving a GPWS terrain warning on the LYNDI arrival into SAN.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fan Reverser
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: After replacing a cannibalized trans-cowl hydraulic line on the Inboard #2 engine; I verified that the aft core cowling latches and the #5 aft most trans cowl latch were secured. I gave the all clear to proceed with the actuation of the thrust reverser to an assisting mechanic.When the Trust Reverser (TR) was commanded to actuate; it moved 1.5 inches and stopped. A Right Hand (RH) TR reverser fail EICAS message was generated.Upon investigation; it was found that the #1; #2; #3; and #4 trans cowl latches were not closed. The RH TR half caught on the #3 trans cowl latch and caused damage to the RH TR cowl.The hydraulic line that I replaced did not require opening of the TR half's. I was unaware that they had been unlatched. There was not documentation of TR latches being unsecured.In hind sight; I should have done a better job of checking the system and general area before operationally checking the system.  I accept full responsibility for the incident and damage.  The mechanic in the cockpit was told by me that it was ok to run the hydraulics and open the TR. He was not at any way at fault in this incident.  This event was caused by my lack of awareness and failure to thoroughly check a system before actuating it. Making sure that unlatched panels and systems are properly documented. Doing a complete verification that a system is ready to use.




Synopsis: While accomplishing an operational check on an ERJ-175 #2 engine thrust reverser (TR); Maintenance personnel did not realize that the trans-cowl latches were not secured. The Right Hand TR half caught on the #3 trans-cowl latch and caused damage to the Right Hand TR cowl.
Date: 201807
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other cargo screening
Reporter organization: Air Carrier
Reporter function: Airport Personnel
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Other Cargo Screening
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During physical search screening of 27 pieces of band equipment - undeclared lithium batteries were found in 4 of the 27 cases; including a laptop.




Synopsis: Ground Personnel reported finding undeclared Lithium Batteries during a physical search of cargo.
Date: 201410
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class E ZNY
ATC / advisory: Center ZNY
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness; Training / Qualification; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: Airport N27 lies within BGM approach airspace about 8 nm from sector 91 boundary.  It is not unusual for sector 91 to work traffic into this airport from our direction (south) and we often will 'block' airspace near the airport for BGM approach for IFR operations.  Due to limitations of BGM approach radar; they will often not see aircraft inbound to this airport from our direction until very close to the airport.At unknown date a new approach procedure [RNAV (GPS)-A] was published to N27.  This approach begins over the FQM (Williamsport; PA) VOR; well into sector 91 airspace.  In fact; all but perhaps the last 8 miles of this approach lies within sector 91.  Because of this arrangement and the limitations of BGM radar; sector 91 would have to provide all advance arrival information; coordination and approach clearance.No personnel in the area who work sector 91 have been provided any form of a briefing on this new approach or what (if anything) was coordinated with BGM approach for traffic utilizing this approach.  Recommend that when new approach procedures are developed that control personnel who will be clearing aircraft via these approaches be provided a briefing on them.




Synopsis: ZNY Controller reports of a new procedure that the controllers working the procedure have not been briefed on.
Date: 201403
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Snow
Light: Night
Aircraft: Cessna Citation Sovereign (C680)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Failed
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Confusion; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: We were descending on a STAR into our destination. We were cleared direct to a fix and to cross it at flight level 240. Around FL300 the autopilot disengaged with an aural warning and we started to lose our primary flight and navigation instruments. The first instruments to fail were the ones on my side. So my partner took control of the aircraft from the right seat and I started to run the checklist. Shortly thereafter he lost his instruments as well and resorted to the standby instruments. We then realized that we were going to have trouble navigating and making our crossing restrictions. Added to the fact that we were not sure if we were picking up ice and that we were in airspace with a lot of air traffic we decided to declare an emergency. We requested a descent and vectors to the airport because we knew that the weather there would allow a landing in VMC and that seemed to be the safest course of action.The previous day the starter generator on the left engine had been replaced. When we flew our first leg the following day; as we were in our descent; we noticed that the avionics blinked for a split second but there was no CAS message and everything was operating normally. We flew two more legs and had no issues or problems until we flew this; our last; leg.


Second narrative: During descent we got MAU 1 and MAU 2 [Modular Avionics Unit] FAIL warnings along with multiple associated CAS messages. ATC did give us a quick descent to 4;000 FT where we were VMC and landed at our destination via a visual approach to Runway 34.


Synopsis: After suffering the loss of both MAUs (Modular Avionics Units) aboard their C-680 while in an IMC descent the flight crew declared an emergency to descent to VMC conditions and out of possible icing conditions.  Once clear they were vectored by ATC for a visual approach and landing at their planned destination.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Taxi
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: PA-28R Cherokee Arrow All Series
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Our airplane landed runway XX and was taxiing back when I first heard the call from a Piper Arrow; reporting right base for XY. Someone else on the CTAF asked him to say again since winds and other aircraft in the pattern all favored RWY XX. He repeated 'Right Base for XY'; then thought better of it and reported 'Right base for XX'. Another aircraft came in and landed; then I saw the Arrow; and was waiting for him to land before taking the active runway. While holding short; I saw the Arrow did not have his gear down; and said 'Gear'. The aircraft appeared to continue the approach; so I said again; 'Gear Down.' The aircraft then executed a missed approach. When other aircraft in the pattern queried his whereabouts later; he reported departing to the northwest.




Synopsis: GA pilot reported observing another aircraft on approach to landing with gear retracted; and making radio calls warning approaching aircraft that gear was not down.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Aeronca Champion
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Traffic pattern/downwind
Airspace: Class E ZTL
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was instructing in a 7AC without an electrical system or a radio. We had been in the traffic pattern for about 30 minutes and were on our sixth pattern. We were on the downwind leg of a published right hand pattern; approaching the departure end of Runway 13; at a popular grass strip airport. I pointed out to my student a low wing aircraft that was approaching from our right. We continued to fly our published right hand downwind expecting the aircraft to change his/her flight path. When the other aircraft was too close for comfort I took controls of the aircraft and flew an escape maneuver to avoid a collision.I spoke with the other pilot privately about the incident. He insists that he did nothing wrong and that he had the right of way. I explained that we were already in the traffic pattern and he was entering from a crosswind against the published traffic pattern entry procedures established in FAA AC 90-66B; Non-towered airport operations. He looked at me with a blank stare. I asked him to please be more vigilant while operating at any non-towered airport.  This airport is popular with all types of aircraft as it is one of a very few public grass strips and has a restaurant on the field. There are several aircraft that regularly fly into this airport without radios. My aircraft is one of those so I am extremely vigilant in looking for other aircraft. Other threats at this airport that must be mitigated besides radio out aircraft are aircraft flying low passes; one direction of the runway having a significant upslope and aircraft landing/departing opposite directions due to the upslope runway. These threats are mitigated on a daily basis as long as everyone exercises vigilance.




Synopsis: 7AC pilot reported an NMAC with another light aircraft in the pattern at a non-towered airport.