elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: King Air 100 A/B
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Second aircraft: Cessna 152
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: There were thunderstorms developing six miles south of the field. There was a jet arrival deviating around weather on a new procedure as we started working these recently. Coordination was required because of the deviation and change to his routing. A Jet departure was trapped under a 'prop' arrival required coordination. Center also had an overflight at 12;000. MOA 1; 2 and 3 were all active preventing turns to the north to alleviate the situation with the arrival; overflights and departure to the northwest. Aircraft Y (Cessna -152); aircraft X (King air A100) and another departure prevented any turns to the south. The airshow program was underway with additional arrivals and departures. East and West RADAR were split; not the norm. Aircraft X was on a vector for the Visual Approach to the Runway and descending to 4;000. The vector was chosen to keep him away from Aircraft Y. Aircraft Y was VFR flying on his own navigation to the Northwest. Stronger than expected winds aloft caused aircraft X to end up too close to aircraft Y. Aircraft Y also climbed at a high rate than expected. I became aware of the situation when they were about four miles apart and 200 FT vertical. I descended aircraft Y first; then climbed aircraft X. Aircraft X informed me he was already responding to a Resolution Advisory. Extra staffing may have prevented the incident. We had already split the RADAR positions; rare at our facility. An extra set of eyes may have spotted the conflict sooner. More practice working a 'split' operation may have made us all more comfortable with the set up.




Synopsis: A conflict developed during a seldom experienced busy traffic and split position operation. The reporter noted additional staffing may have helped to prevent this occurrence.
Date: 202004
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; 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 Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: While at cruise; FL250; noticed a burning smell; somewhat like an electrical fire. No smoke detected. Turned off recirculation fans and prepared to don O2 mask if necessary. Contacted Flight Attendant (FA) and asked her if she had noticed any kind of burning smell. She told us that she had not smelled anything. We continued on our course; when I noticed a stronger smell accompanied by a grinding and rumbling from Captain side of [the] aircraft. The First Officer noticed the smell as well. We [advised] ATC [which] had us go direct to ZZZ. Called back to the FA; and she stated that her and the passengers had heard the noise as well and that she had started to smell the burning/smoke. We continued as quickly and safely to ZZZ and landed. AARF met the aircraft once stopped on the runway and I had them check for any signs of damage. Once they gave the all clear we taxied to the gate deplaned; and Maintenance took the aircraft.Possible fire enroute. I probably could have slowed down a bit before analyzing the situation; and pulled out the QRH before jumping to conclusions.




Synopsis: EMB-145 Captain reported an electrical burning smell in flight; causing a diversion and precautionary landing.
Date: 201302
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Aircraft: Cessna 340/340A
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON SCT
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft departed LGB IFR; was climbed to 6;000 feet and turned on course via SLI; SLI058R (Anaheim Departure LHS transition). Aircraft was then handed off to Pacific RADAR Sector and shipped to Pacific's frequency. I later observed the aircraft pop out of the 'main bang' (Garden Grove RADAR site located approx. 3 miles East of SLI) at 7;000 feet and climbing. I questioned the Pacific Controller and learned that he was already querying the pilot. After this event was reviewed; we determined that the pilot had mistakenly begun a climb to 8;000 feet vs. 6;000 feet as assigned.  Because of the RADAR antenna location; we always lose RADAR on these aircraft for approximately 5 miles. LAX arrival aircraft cross over SLI at 7;000 feet continuously and are then vectored to the LAX final. It was fortunate that there were no aircraft in conflict at this time. There was no way to observe the erroneous climb. Pilot was issued the Brasher Notification and did contact the facility. He advised that he made a mistake. Our facility is in the process of certifying FUSION. The sooner the better. The pilot was advised that he needs to check in with his current altitude and assigned altitude on every transmission for safety. On initial contact with ATC the pilot never reported altitude and assigned altitude. I'm not sure how he checked in on Pacific RADAR.




Synopsis: SCT Controller described the loss of altitude information due to a 'main bang' transition; the reporter hopeful that 'FUSION' RADAR will solve this long standing problem.
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Weather Radar
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown; Troubleshooting
Second reporter function: Pilot Not Flying; Relief Pilot
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was scheduled to fly an [Extended Range] 757.  I arrived at the gate early and performed the walk-around inspection.  I discovered several discrepancies including what appeared to be a small puncture hole in the bottom of the [weather radar] radome.  After consulting with the Maintenance Technician assigned to the aircraft; he jumped up on the tow vehicle in place under the aircraft nose.  He inspected the hole and inserted a screw driver most of the way into the hole confirming that the puncture indeed penetrated the radome completely.  After entering the discrepancy in the logbook; the Captain and crew waited for a Maintenance decision.  Consultation with [Maintenance Control] confirmed that if the hole penetrated the radome the aircraft was out-of-service until it could be repaired or replaced.  Several line managers reported to the gate as the delay ensued.  The existing Mechanic explained he was unwilling/unable to sign off the airplane.  The managers convened out on the ramp under the nose of the aircraft.  Finally a new Mechanic was called to the aircraft.  He reported that he was willing to sign off the discrepancy.  He placed tape on the hole and told us that the discrepancy was acceptable for flight.  After takeoff I found out that he had reported to the Captain that he was willing to sign off the discrepancy because he reported that the hole did not penetrate the radome.  Since this was obviously in error with my observations we decided to file this report.  We observed a phantom return on the radar at the 10-20 mile range at right 12:30 for the entire flight; but assumed it was due to the damaged radome. Suggestions: Cease management pressure on Maintenance technicians to sign-off on discrepancies that should be repaired.


Second narrative: [Narrative 2 added no additional information].


Synopsis: When the flight crew identified a maintenance discrepancy on a B757 during the pre-flight inspection; a Maintenance Technician determined that the condition required a repair or replacement of the weather radar radome.  Another Maintenance Technician determined that the damage did not exceed the maintenance manual limitations; and allowed the aircraft to be released for service.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Relief Pilot; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While retracting flaps on departure received a RT ENG FUEL FILT EICAS and Status message. Referenced QRH; ran appropriate checklists and returned to departure airport. The aircraft was already underweight for a normal landing.


Second narrative: On takeoff as relief pilot we had a yellow RT ENG FUEL FILT EICAS. Ran checklist in QRH; calls for land at nearest suitable. Captain declared emergency; we notified Dispatch; flight attendants; and passengers of return. Aircraft landing data checked. [We] ran appropriate checklists to uneventful landing.


Synopsis: B767 crew experienced a right engine fuel filter EICAS message shortly after takeoff and returns to the departure airport.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Helicopter
Operator: FBO
Operating under: Part 91
Mission: Passenger
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Rotorcraft
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Individual claiming to be a commercial drone operator photographing a kite festival along the beach called the airport stating that I was violating his allowed 400 ft altitude while I was conducting a helicopter tour. I am well aware of the kite business on the boardwalk and always fly that location at 500 ft or above to avoid any kites. I did not see the drone that was apparently close to me and the individual would not give his name or any information to either the airport or to my employer. If the person was indeed an approved Part 107 operator I don't feel he is willing to work with aviation businesses in the area by refusing to identify himself and threatening established aviation business in the area. I don't really know what can be done with an individual like this that doesn't want to communicate or how to correct the situation. Seems to be more of a problem everywhere other than just here locally.




Synopsis: Helicopter pilot reported a UAV operator stated he was interfering with his commercial business along a boardwalk.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On IFR flight plan I was cleared for an RNAV Approach. I was monitoring the CTAF while still with ATC.  There was someone ahead of me on the RNAV Approach; so I was second to land.  With the airport in sight; I canceled IFR and changed frequency; kept transponder number.  Another plane announced it would enter downwind and land after me.  Another plane announced in area and would be number four.  With each new plane arriving to the area; the Fixed Base Operator announced winds and preferred runway.  The plane ahead of me cleared the runway.  On short final; I saw a headlight at the far end of runway rapidly approaching. I announced that I was going around for plane on opposite side of runway. I climbed and turned slightly right.  The plane from the other direction was rolling on the ground and about midfield took off and turned slightly right. I then announced that I would be staying in the pattern.  I then landed uneventfully.  He came and found me to apologize. He said that he had keyed in the wrong frequency and had been announcing his intentions to land on the opposite direction runway.




Synopsis: GA pilot on short final landing at a non-towered airport reported a conflict with an opposite direction arrival which had been transmitting their runway intentions on the wrong frequency.
Date: 201205
Local time of day: 1201-1800
Location: ABQ.Airport, NM
Flight conditions: VMC
Light: Daylight
Aircraft: B737-500
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class C ABQ
ATC / advisory: TRACON ABQ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: [We were] cleared for visual approach to Runway 26 in ABQ; subsequently cleared to land. On left base to runway; configured; descending; Tower called 'Terrain Alert'. We had terrain selected on a ten mile scale; and had no EGPWS or Terrain Alerts in the cockpit. Continued with a stabilized approach and landed.




Synopsis: B737-500 Captain reported receiving a 'Terrain Alert' from ABQ Tower on approach to Runway 26. With no EGPWS warnings the flight continued to a normal landing.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: This was my first dual given flight. My private student and I were conducting landings to finish off lesson 15 at ZZZ. We came from practice area. The first 3 patterns were okay; traffic was not too busy and the flow was manageable. During these patterns; ZZZ Tower was having a conversation with [another aircraft]; about performing 360 over [a reporting point] outside the Class D airspace and how that could cause an issue with traffic coming into the airspace. When the conversation ended; at about my third pattern on upwind; I see a Skyhawk over [another reporting point]; and the controller was yelling '[Aircraft Y]; are you on frequency!' That crew replied; 'yes; we are;' Tower replied; 'you entered the Delta without contacting me.' I believe during that conversation; initially there was an Archer heading southbound outside the pattern to enter traffic pattern for [Runway] XXL. The crew's actions resulted in the pattern flow disturbed. The crew in the Aircraft Z heading south turned and climbed into the pattern to avoid Aircraft Y. We continued our upwind. By the time we were downwind; I saw Aircraft Z above right us about 100 feet. I immediately reacted and descended. [A solution is to] increase situational awareness and stop teaching if I have to due to the business of congested airspace; and fly the airplane first to maintain safety of the flight.




Synopsis: C172 instructor pilot reported a NMAC while in the traffic pattern.
Date: 201909
Local time of day: 1801-2400
Location: BFI.Tower, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Cruise
Airspace: Class D BFI
ATC / advisory: Tower BFI
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Local; Trainee
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness; Distraction; Training / Qualification; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I started briefing for Local East/West position. I was told about Aircraft X on a south departure. I took the position. Aircraft Y appeared southbound off a satellite airport climbing. I had to re-verify an arrival's landing clearance due to miscommunication of strip-marking. The event occurred with Aircraft X descending to avoid. Aircraft X called stating an aircraft was above them and they had to dive to avoid them. Upon review of the event the conflicting aircraft was Aircraft Y turning towards SEA for transition. No point out was given. I will continue to work on my scan and remain constantly vigilant about my VFR departures in the case of abnormal situations.




Synopsis: BFI Tower Controller reported a VFR departure reported a near miss with traffic that had not been pointed out to the Controller.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain; Windshear; Thunderstorm; Turbulence; 3
Light: Daylight
Aircraft: Citation III; VI; VII (C650)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On final to Runway 22. In between a broken squall line. ATIS wind 170 at 25 gusting 32. 1 mile final Tower reports new information wind 150 at 28 gusting 42. I recommend Runway 13; no response from Captain; we continue on the visual approach to Runway 22. 300 feet aircraft is crabbing 30 degrees; ref speed is plus 20; moderate turbulence. 100 feet aircraft is still crabbing 30 degrees; speed is now plus/minus 20; [but] never getting below ref speed; which was 121 at 17;000 pounds for the aircraft. 50 feet pilot in command starts to straighten aircraft out for landing and pulls power to idle. 30 feet gust of wind blows the aircraft from right to left rolling the aircraft on left and striking the left wing on the runway. Get the aircraft on 3 wheels and taxi to the end. Tower ask if we are ok; I respond that we are fine. Park the aircraft and assess the damage. Aircraft is not airworthy.




Synopsis: C650 FO reported striking a wingtip during landing in a gusty crosswind.