elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: ADS-B (Automatic Dependent Surveillance - Broadcast)
Reporter organization: Corporate
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Aircraft
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: While on upwind leg on a go-around from Runway XX at ZZZ we were alerted by our ADS-B of an aircraft 400 feet below us. This traffic appeared to be on the upwind from the parallel runway also in use at the time. I was not able to visualize the aircraft below us and now ADS-B was indicating the aircraft 300 feet below and directly underneath our aircraft. I took the control of the aircraft from my student; who was maintaining runway centerline; and initiated a left turn to avoid a possible collision while continuing the climb. Before I could contact ZZZ Tower they inquired about our abrupt course change. I informed them of the traffic advisory; mistakenly stating it was a TCAS advisory instead of an ADS-B traffic alert. Though having had a near midair collision over a year ago; I know the ADS-B in the aircraft I was flying is very accurate. This was at least a near midair collision and my best estimation the second aircraft was drifting into our flight path. ZZZ Tower requested a phone call once the flight was complete and I complied with the request.




Synopsis: Flight Instructor reported a near midair collision while executing a missed approach and go-around that was alerted by reported by ADS-B.
Date: 201207
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Other Post Flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After shutdown during shutdown checks cockpit filled with acrid smoke. Crew opened windows to evacuate smoke. No engines were running nor was APU. Smoke cleared after about 3 minutes. Unknown what type of smoke. Maintenance thought possibly hydraulic fluid burning. Could not locate cause. Left aircraft for maintenance to check.

Callback: The reporter stated that when Maintenance personnel entered the aircraft they recognized the glycol hydraulic fluid smell. Because no system faults were found; Maintenance guessed that after the cargo door was opened; Yellow System hydraulic fluid returned to the Green System causing a Green System over pressurization and that event released hydraulic fumes into the cargo area mixing with the air conditioning system. The reporter noticed a shortness of breath for about two days after the event and is now experiencing a cough about a month after the event. He has not sought medical attention.



Synopsis: An A300 cockpit filled with an acrid smoke during post flight shutdown with no engines running; so Maintenance suspected a hydraulic malfunction.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
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; Distraction; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Police / Security Involved
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Law enforcement was requested due to unruly passengers (4) seated in first class. The lead flight attendant requested a level 1 and advised me that alcohol was involved. After block in and the jetway was up to the aircraft the seat belt sign was turned off and the passengers started to get out of their seats. As the aircraft was being deplaned the offending passengers were identified to law enforcement offices at the L-1 door. I went out on the jetway to speak with the officers. The officer advised me that he needed to debrief the F/A now because he could not detain these people without a reason. I advised the officer if he could wait until the deplaning was completed because she was required to stay on the aircraft until all passengers were off. The officer continued insisting that he debrief her now or he was going to release the offending passengers. I then asked the officer if he would talk to her on the aircraft and he agreed. However; the lead F/A refused to talk to him until deplaning was completed. The officer continued to insist that he talk to her. In light of recent events I did not want this to escalate any further. So I went back on the aircraft and noticed that there were only 20 or so passengers left on board. I asked the FA if she would go onto the jetway and talk to the officer. She advised me that I needed to take responsibility for this; and I told her I would.I am aware of the minimum crew requirements; but I felt I needed to obey a law enforcement request. I had another FA in place to manage the R-1 door and I remained at the front of aircraft to assist if needed. I felt between a rock and a hard place; so I made this decision because I felt I could maintain the required level of safety for my passengers.




Synopsis: Air carrier Captain reported law enforcement met the aircraft on arrival due to unruly passengers.
Date: 201602
Local time of day: 0601-1200
Location: FFZ.Tower, AZ
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D FFZ
Second aircraft: Amateur/Home Built/Experimental
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was conducting a training flight in a PA-28 at Falcon Field in Mesa Arizona; and making a final approach to 4L after we were cleared to land by the tower. While on a 1.5 mile final to the runway; an experimental aircraft encroached on our path of flight due to him not abiding by the instructions given to him by the tower to extend his downwind and follow behind us. I noticed the aircraft approaching from our right side and had to bring it to the towers attention as they proceeded to tell the aircraft to 'go-around' and proceeded to provide new instructions to the aircraft. This event caused a decrease in horizontal separation as he was also at the same altitude as us. The distance between us was approximately 300 feet.




Synopsis: PA-28 instructor experienced a NMAC with an experimental aircraft that had been instructed by the Tower to extend their downwind for the PA-28 landing ahead; but did not. The reporter notified the Tower of the conflict and the experimental was sent around.
Date: 201302
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the non-flying pilot. We were at FL320 in cruise in an aircraft dispatched with an inoperative APU. We got intermittent electrical failures off and on for a few seconds and then noticed that the right CSD oil temp was pegged and we had a right CSD low oil pressure light on. We ran the checklist from the QRH and disconnected the right CSD; which meant that we were down to the remaining generator on the left engine. We didn't declare an emergency because it was good VMC weather but did request a 180 turn back to our departure airport; which was the best and the closest available. We landed within 30 minutes with no further system degradation. After a later review of the flight manual references to 'conditions requiring an emergency declaration' we realized that it might have been a better practice to have declared an emergency due to its reference to a '...failure...of an aircraft system which compromises safe operation.' We should always err on the safe side and declare an emergency when these smaller issues happen; incase they end up turning into something greater.




Synopsis: Dispatched with an inoperative APU the flight crew of an MD80 returned to their departure aiport shortly after reaching cruise when the right CSD had to be disconnected due to high oil temperature and low pressure.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I pulled out my PA46T Piper Meridian with a loader tug and tow bar onto the icy apron. My passenger arrived and I changed my pullout procedure and finished check procedure. With changing the preflight procedure; the tow bar was left connected to the aircraft. Due to the darkness it was not noticed or felt on takeoff. A right sway and jerk was felt. At this point I knew exactly what happened. I advised the tower the tow bar might be on the runway. I retracted the gear and the light indicated the gear was not locked. At this time I requested a low flyby of the tower to see if it was under the belly of the plane. At that point; knowing how the tow bar was connected; and the position of the nose wheel; the bar was not going anywhere or be dislodged if the gear was not moved. At this time; with darkness still around; I decided to go to ZZZ. The field is much more open; less homes and highways near the runway and it would be light by then so the tower can observe. I decided to do a low flyby on the runway; calm winds. I dropped the gear. At that time the nose wheel lowered and the tow bar came off and landed alongside the runway. All three lights on the landing gear showed the gear was locked down. I proceeded to the active runway at ZZZ and landed. I went to [a maintenance shop] and had the airplane checked for damage. The plane was lifted; landing gear was checked and cycled many times. No damages to gear; nose wheel doors. There was one small dent 1/8' deep; ½' diameter in the belly of the plane. That was the only damage. The tow bar was picked up. Very lucky.




Synopsis: PA46 pilot reported a nose landing gear issue after takeoff was the result of a distracted preflight that led to departing with the tow bar attached.
Date: 201907
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was returning from a proficiency building flight. I made a normal pattern entry and the approach was stable. However; during flare; the aircraft 'bounced.' I attempted to recover from the situation and continue the landing. However; the 'bounces' only got worse; and one of the bounces resulted in the nose wheel touching first and -- as I later discovered -- the prop striking the runway. I eventually regained control and brought the aircraft to a stop on the runway. At this point I was unaware of the prop strike; and thought I had just had a bad landing. I taxied back and took off for pattern work. The pattern flight was uneventful; but something seemed undefinably off; so I taxied to the ramp. Upon shutting down; I discovered the prop strike. I had recently transitioned from a C172 to the C182; and I expected the bounces to moderate; as had happened to me in the past in the C172. Instead; they got worse. In addition; I had not been alone in the C182 for several months; and I was not thinking enough about the nose-heaviness of the C182. This had not been as noticeable with passengers or instructor in the aircraft. In hindsight; I should have commenced a go-around at the first sign that the landing was not going as expected. I should also have shut down and inspected after the hard landing rather than taking off again.




Synopsis: C182 pilot reported prop strike on hard landing.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was Pilot Monitoring and have required callouts during the landing phase: 'deployed' (speedbrakes); 'extended' (thrust reversers); 'autobrakes disarmed' (autobrakes); '60 knots.' 60 knots is when the Captain takes control back of the plane from the FO; when the FO is landing. Immediately following that; the FO reverts from flying to talking on the radio (responding to taxi instructions). It's a fairly critical phase of flight; in fact both of us are braking at the same time in this transition; and both Pilots are critically focused on stopping the airplane safely; not taxi instructions. When Tower issues taxi instructions during these callouts; it is very; very distracting. I for one cannot listen very well; much less comprehend taxi instructions while I am talking (making these callouts). The instructions had to be repeated; and we went by the taxiway that the Controller told us to use because; basically; we were still flying and not taxiing yet. Have Tower Controllers not issue taxi instructions until the airplane is adequately slowed or turning to a taxiway. Sure we can accept the instructions much easier when the Captain is landing and the FO is monitoring and talking on the radios already; but the thing is; Tower does not know when this is the case and when it is not.




Synopsis: Air carrier Captain commented on the critical phase of the landing rollout as not the best time to issue detailed taxi instructions.
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
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: Elevator Trim System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were given a descent to FL320. While on our descent we received an amber EICAS message 'PITCH TRIM FAIL.' I instructed the Pilot Monitoring (PM) to identify and cancel the message and run the associated QRH procedure. While running the procedure the autopilot kicked off and I began to hand fly the aircraft. The PM ran the QRH procedure which instructed him to reset the Pitch Trim System (Pitch Trim System 1 and 2 Cutout Buttons - PUSH IN; then OUT). In performing this; we received an amber EICAS message 'AP FAIL.' In addition; the PITCH TRIM FAIL message illuminated again. The QRH procedure which further instructed to 'LAND AT NEAREST SUITABLE AIRPORT'. The PM and I evaluated the situation and determined that the best course of action would be to continue as we were already setup for landing and on descent to the airport. Since I was hand flying with no trim; I delegated the responsibility to the PM. We requested we get direct to ZZZ for the ILS and to have equipment standing by upon our arrival. ATC complied and gave us a descent to 5000 ft at pilot's discretion. On final approach as airspeed was decreased the controls were becoming heavier to a pitch down attitude. I had the PM roll the speed down close to Vapp but then elected to go back to 150 KIAS; for increased aircraft control (Vref was calculated at 133KIAS). Upon touchdown; we determined that nose wheel steering capabilities were unaffected; and turned off the runway onto the taxiway.




Synopsis: ERJ-170 Captain reported Pitch Trim Fail and subsequent Autopilot Fail warnings that resulted in a landing at the nearest suitable airport without further incident.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Fuel Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Time Pressure; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The Captain of one of my flights sent Maintenance Control a message advising of a fuel crossflow pump caution message and the fuel imbalance was then 600 pounds. I also replied because I knew it was within limitations per the AOM. An hour and 10 minutes later the Captain sent an ACARS message stating he was diverting to ZZZ because he was unable to control fuel imbalance. I acknowledged the message and asked for his diversion ETA. I got the flight diverted in the computer and informed advised the diversion station. After I had done all that I noticed that flight had just landed that is why I did not amend the release to show the diversion airport as the destination because it was on the record and I did not send weather; NOTAMs or do a fuel calculation because he had already landed.Afterwards I realized that even if he has landed I still have to send an amendment to the release and do a fuel calculation and send weather and NOTAMs.




Synopsis: The reporter; a Dispatcher; was unable to complete the associated diversion notifications in a timely fashion when one of his flights; a CRJ-700 diverted to an airport in close proximity due to an uncorrectable fuel imbalance.