elihoole/asrs-aviation-reports huggingface dataset:
Date: 202107
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: Corporate
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
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: Human Factors
Primary problem: Human Factors

Narrative: I was taking a Student out to do basic maneuvers and slow flight. On the way out to the practice area at 2;500 feet already making practice area traffic calls. I was going to do a clearing turns until on my left side I saw something move so I looked up to my left and saw a light blue colored twin-engine already making a hard right turn to avoid me. With me seeing this I made the quick decision as well to reduce the engine to idle; and bank right and descend as well to avoid the traffic. The aircraft was close enough to see a tail number on the plane; but because the twin was a low wing and was turning I was not able to see the tail number.




Synopsis: Cessna 172 instructor pilot reported taking evasive action after a near mid air collision with another aircraft.
Date: 201305
Local time of day: 1801-2400
Location: ORL.Tower, FL
Flight conditions: VMC
Weather elements / visibility: 20
Light: Dusk
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D ORL
ATC / advisory: Tower ORL
Reporter organization: Personal
Reporter function: Pilot Flying; Captain; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related; Airport; Airspace Structure
Primary problem: Ambiguous

Narrative: Enroute under VFR-flight-following to ORL at 2;500 MSL Direct. [I was] vectored through Orlando Class B airspace with Class B clearance. Approximately 10 miles out from ORL; Orlando approach requested that I descend to 1;600 feet MSL and report the airport in sight. I reported ORL in sight and descended to 1;600 feet MSL. About 3 NM North of ORL the Orlando Approach Controller was communicating with another aircraft about what missed approach to fly after a particular approach was flown. This filled the radio with congestion and I couldn't query ATC on providing me a switchover to ORL Tower. When I had the chance which was when I was now 1 NM from the downwind of the runway in use at ORL; I reported again 'I have ORL Executive in sight.' Orlando Approach told me to turn right to enter the downwind; to 'Descend Now;' and then to contact Orlando Tower. I complied with everything ATC requested of me. When I contacted Executive Tower; the Controller asked why I entered his airspace without talking to him. I informed him that Orlando Approach told me to enter the downwind and then contact him. Orlando Tower told me I couldn't enter Class D airspace. I also told the Tower Controller that I was told to descend. No more questions or statements came from Orlando Tower to me but I wanted to report this because I feel it was improper ATC procedure of Orlando Approach to clear me down into the Class D airspace below the Class B without communicating first with their ATC counterpart at Orlando Tower. I am under the impression that my communication with Orlando Approach fulfills my communication requirement for Class D in regulation 91.129.




Synopsis: A pilot entered ORL Class D Airspace at MCO TRACON's direction and was confronted by a combative ORL Tower Controller for entering the airspace without his clearance even though MCO cleared him in.
Date: 202102
Location: ZZZ.TRACON, US
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Workload; Situational Awareness; Physiological - Other; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Staffing
Primary problem: Ambiguous

Narrative: Tower arranged for VFR flight following with ZZZ Departure; transponder code XXXX and a climb to 5;500 feet. I set my altitude alert selector to 5;500 feet. Airborne; I establish contact with ZZZ Departure of my departing altitude and climbing altitude of 5;500 feet. ZZZ cleared me on course to my destination and acknowledge and confirmed my climbing altitude. Shortly thereafter he handed me off to ZZZ1. It was extremely busy and congested; I had to wait several moments before I could establish contact with ATC. My initial contact I stated my departing altitude and climbing to 4;500 feet and not 5;500 feet; ATC did not inform me to notify them of any altitude changes. (realizing my previous transmission with ZZZ Departure I indicated that my cruising altitude would be 5;500 feet which they acknowledged). I stated an incorrect (previously stated to ZZZ Departure climbing to 5;500 feet) altitude that I was climbing to. I immediately tried to correct my climbing altitude with ATC while slowing my climb at approximately 4;800 feet. However; due to radio congestion this took several moments to advise ATC that I was climbing to 5;500 and not 4;500 feet. Due to radio congestion ATC did not receive my correction. ATC was also a little distorted in their communications; later on Controller advised all that could've been possibly due to wearing a COVID mask and [being] shorthanded. ATC informed me of traffic at 5;000 feet on my right side. ATC gave that IFR traffic a turn to the right and shortly thereafter give me a turn to the left. I did not see the traffic visually however I had them on my traffic avoidance system. Once clear of traffic I was given clearance to destinations.




Synopsis: GA pilot reported the ATC Controller was busy; rushed and hard to understand possibly due to speaking through a face mask and the facility being short staffed.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Commercial Fixed Wing
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 Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Climbing out of ZZZ about 10 minutes into the flight the Engine 1 EGT rose significantly up to around 770 degrees Celsius. The EGT was bouncing back and forth I also believe that the bypass light was coming on and off. I pulled back the power lever and it made no difference. I then decided to stop and feather the engine. We let ATC know that we shut down the left engine and we were declaring an emergency and we wanted to divert to ZZZ1. We were immediately vectored towards ZZZ1. We let the passengers know what was going on and that we were going to ZZZ1. We decided to go to ZZZ1 instead of going back to ZZZ because the cross winds were less at ZZZ1. We had briefed this in our pre-departure brief.




Synopsis: The pilot of an unspecified aircraft experienced engine problems. The Captain elected to shutdown the engine; declare an emergency; and divert to an airport with favorable conditions.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: HS 125 Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing; taxied in to pick up additional passengers. After clearing runway; completed after landing checklists; reselected flaps for 15 degrees; and switch settings to takeoff. After landing and taxing in requested a Copilot SIC to complete Post Flight Walk Around; and secure next Clearance while I completed payment for landing charges. Completed before start; and start checklists; and taxied out to line up. Cell Call came in from next Location ground transport; which did interfere with flow; especially because the SIC is low time in Make and Model! Completed Call and re-completed Line UP items; including verifying trims; Fuel; Flap Setting selected to 15 degrees.During transition between 80 knots and V1/VR; felt that aircraft controls indicated flaps were at more than 15 degrees? I continued the takeoff; achieved adequate speed; and V2 + 10 speed! The after positive rate of climb and before retracting gear and flaps; noted that Flap indicator was showing flaps at 45 degrees! I attempted to retract flaps; but they did not retract!We Held on ANY changes to configuration; and announced to tower that we needed an immediate return to runway. We notified tower that we had a Flap malfunction! We notified passengers; and landed uneventfully.Being an A and P and PIC on the aircraft; I immediately examined Flap assemblies found no irregularities! I reset the electrical controllers; Bus and restarted engines!During this process I immediately called the [Duty Manager]; and informed him of what took place! During the call the reset process enabled full operations of the flaps; with visual confirmation; and extension and retraction in ALL settings 4 times! [Duty Manager] was satisfied with the maintenance checks; as well as I and SIC were.We reconfigured for takeoff and departed to next airport. Next Airport functions all worked; but to be safe I requested that the aircraft be moved to nearby airport for Maintenance Inspection and Remedy of indicator and setting discrepancy.




Synopsis: HS-125 Captain reported the flaps indicated 45 degrees and they were unable to retract them during takeoff.
Date: 201808
Location: TYS.TRACON, TN
Flight conditions: IMC
Light: Dawn
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON TYS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Workload
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: During preflight brief we noted (via radar app on iPhone and release) possible weather enroute during the departure; but given the early morning departure time it was most likely just rain (returns were yellow on radar app). We turned the radar on shortly after takeoff; it displayed a cell in red ahead of us; about this this time we received a handoff. Immediately after checking in; I asked the PM (pilot monitoring) to request right deviations for weather; then turned on the autopilot. I selected vertical speed mode and dialed in 1500 ft/min climb rate to accelerate to 250 knots; we were at approximately 220 knots through 6000 feet. Cleared for deviations to the right I switched to heading mode and selected a heading to avoid the weather; as I did this the rain was moderate to heavy so I selected continuous ignition. Looking down at the MFD (Multi-function Flight Displays) to check our course and the radar the PM called out check speed; we were accelerating through 260 knots; I immediately dialed in 3000 ft/min to slow to 250 knots. Once below 260 knots I selected speed mode; and dialed in 250 knots.My distraction with the weather ahead vs aircraft control; [and] a busier than anticipated cockpit environment. Using vertical speed mode vs speed mode; especially below 10;000 feet in the climb. We also did not anticipate the weather being as close to the field as it turned out to be; we last looked at the radar app at least 30 minutes prior to takeoff. The information from the radar app is not an official source of weather; considered as such only advisory.Turn the radar on before takeoff. Request the autopilot sooner; and use speed mode below 10;000 feet to accelerate to a desired speed not vertical speed mode.




Synopsis: CRJ-700 Captain reported exceeding 250 knots below 10;000 feet on departure due to distraction by weather.
Date: 202002
Local time of day: 0001-0600
Flight conditions: VMC
Light: Night
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Main Gear Wheel
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: On the walk around in ZZZ; I noticed the right outboard wheel brake assembly appeared misaligned with the other wheel. Work was done on that brake in ZZZ1 before we flew the plane to ZZZ. The First Officer had done the walk around in ZZZ1 and verified the brake wear indicator pins were good; but did not notice the misalignment.I believe the cause was improper installation of the brake assembly.


Second narrative: The brake assembly was installed wrong. It appears as it is shown in the picture. The right brake assembly was rotated up. During the walkaround I checked the brake which was good. Unfortunately; I did not notice that the brake was rotated up.The brake assembly was not installed correctly by the maintenance guys.


Synopsis: B737 Captain reported that a brake assembly was improperly installed.
Date: 201705
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence; Windshear
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were on the RNAV approach into ZZZ. For half an hour leading up to this we were experiencing a bumpy ride and were extended out over the lake (off the approach) for sequencing into ZZZ. Gusty winds were reported (180/23 kts/G35KT) on final and aircraft were also reporting plus or minus 20. We were stabilized before 1000 ft; but; shortly thereafter; we experienced plus 15. Still stabilized; but a possible flap overspeed entered my mind. On short final; I received an aural 'Pull Up'. We were not low on the glidepath; nor experiencing an excessive sink rate and over airport property; so I continued and landed without incident in the touchdown zone.


Second narrative: It was apparent to me that a stable approach was not possible from this position so I called 'Go Around.' The Captain said 'I got it' and nosed the aircraft over towards the runway and continued the approach while attempting to regain the flight path. At 100 ft I called 'Go Around' for a second time. Soon after my second call; we received the audible 'Pull Up' warning. The Captain continued the unstable approach and landed. There was so much going on at that point that instinctively; my primary focus became stopping the aircraft on the runway because it was clear that a landing was imminent.I felt a third 'Go Around' call would not be heard and it would have been more dangerous to assume control of the aircraft at that critical point than to land and aggressively slow the aircraft. I cannot verify if the landing was in the touchdown zone or not. We rolled to the end of the runway and had adequate braking to make the last turn off at the end of the runway. I never felt that we didn't have enough runway to stop once on the ground. We taxied to the gate without further incident.


Synopsis: B737 flight crew reported they landed after an unstabilized approach during gusty wind conditions and after having received a 'pull up' GPWS alert due to an aggressive descent at 300 AGL.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through approximately FL200; [we] received a Pitch Trim warning indication. I called for the checklist and Pilot Monitoring (PM) referenced the correct checklist. Among other items in the checklist; autopilot was disengaged; pitch trim circuit breaker was pulled; and aircraft was hand flown for the remainder of the flight. Leveling at assigned altitude of FL280 took higher than normal forward yoke pressure and trim wheel would turn but was abnormally resistant. Within 30 seconds to 1 minute of leveling; something in the pitch control of the aircraft seemed to release causing the aircraft to become unstable in pitch and momentarily out of control. Altitude variation was within plus or minus 800 feet and the aircraft was stabilized at FL280. Deviation was reported to ATC. Aircraft was slowed and stabilized at 180 KIAS. Destination weather was forecast 700 foot ceilings and departure airport had weather moving in so I requested ATC provide information on VFR or MVFR options. I did not want to take the chance of having further control issues IMC close to the ground. [An appropriate nearby airport] was selected. I briefed that we should be vigilant while configuring for landing that any further upset could be the result of the last configuration change. When appropriate; I requested and PM selected flaps 7. Immediately the pitch trim wheel increased resistance to movement again (abnormal) and the aircraft tried to pitch up. Holding nose down yoke pressure to maintain assigned altitude the same 'release' of pitch force happened but with significantly less upset. Decision was made to land no flaps which was completed without incident. Aircraft was shut down and secured. Maintenance was dispatched to the aircraft and inspected the aircraft finding no cause.

Callback: The reporter stated that upon more thorough inspection Maintenance found evidence of 'moisture contamination' on a trim mechanism that could have frozen in flight and melted during descent.



Synopsis: A C560XL Captain reported pitch trim problems that caused an upset at FL280. The flight diverted to a suitable alternate.