elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: Right generator - INOP; APU generator - intermittent.


Second narrative: Right engine generator inoperative; APU electric intermittent; returned to departure airport.


Synopsis: B757 Captain reports returning to the departure airport after the the APU generator; operating in place of the right engine generator; becomes intermittent.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We departed Runway 24 for right traffic pattern while practicing landings with a student. Traffic that departed after us was also closed traffic for runway 24 right traffic; they were advised to follow us. As my student turned downwind; I noticed a shadow of an airplane over the ground flying towards our direction. As that caught my attention; I started looking for traffic. After scanning for about 3-4 seconds; I noticed a low wing aircraft flying right at us. I immediately took the controls and initiated a climb to take evasive action. The airplane continued their downwind turn as we continued to climb and we were exactly above the airplane. I advised the controller that we started an immediate climb due to traffic. The traffic below us was asked to make a left 360 degree turn on the downwind and then we continue the traffic pattern in front of them. We landed normally.




Synopsis: A Flight Instructor reported that while practicing pattern work with a student at a tower controlled airport; an aircraft that was advised to follow them; turned early; which resulted in a near-mid-air-collision.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Fog; 2
Light: Daylight
Aircraft: P180 Avanti
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the initial descent the crew noted an 'Engine Fire' master warning for the right engine. The crew declared an emergency and shut down the engine per the QRH. The fire light went out shortly after the fire extinguisher was deployed. The crew diverted to [nearest suitable airport] where they flew the VOR approach. The approach was close to minimums. Emergency equipment met the aircraft on the runway and the crew evacuated the aircraft.




Synopsis: P180 First Officer reported engine fire warning for right engine. Crew declared an emergency; shut down the engine and diverted to a nearby airport.
Date: 202106
Local time of day: 0001-0600
Location: FOK.Airport, NY
Flight conditions: Mixed
Weather elements / visibility: Rain; Thunderstorm; 10
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class G ZNY
ATC / advisory: CTAF FOK
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Workload; Distraction; Confusion
Anomaly: Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; General Flight Cancelled / Delayed
Contributing factors: Airport
Primary problem: Airport

Narrative: We attempted to activate the pilot controlled lighting; and then conducted an ILS approach to Runway 24.  When we were clear of clouds on the approach and observed the lighting; the approach lights appeared to be on full intensity; but we did not observe runway edge lights.  We attempted to adjust the pilot controlled lighting system to get the runway lights to turn on; but were unsuccessful.  At approximately 500 feet above ground; we executed a missed approach.  We contacted the Fixed Base Operator and they tried to activate the lights for us with a radio on the ground; but they reported that they were unable to activate the lights.  We then diverted to a nearby airport and landed normally.




Synopsis: A Corporate pilot on approach to an airport after the Tower closed reported they could not activate the runway lights and executed a missed approach to divert to another airport.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Aircraft component: Fuel Tank Cap
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I took off and had flight following during the flight and no issues noted during the trip. ATC released me to contact my destination airport; and I was descending out of 11;500 FT. When I was at 8;000 FT and about 20 miles northwest of the airport; I was planning my visual approach to the airport and the engine abruptly lost power. I initially advanced the throttle and mixture and switched to the right tank. I was about 500 FT AGL and realized I needed to land the airplane so I put the gear down and turned into the wind which was blowing 240 degrees according to ASOS. I made a soft field landing the best I could in the sagebrush but the nosewheel folded under the engine and the prop dug into the ground causing a sudden stop. I was uninjured. I noticed there was streaking behind the left fuel cap and the left tank was empty when I took the cap off and looked. The fuel gauge; while I was in the air; read approximately half full. There was about half a tank of fuel in the right tank on my inspection after the landing.




Synopsis: An A36 pilot landed off airport when the engine quit because of fuel starvation after the left wing fuel cap streamed fuel while the right tank was half full.
Date: 202001
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Workload; Time Pressure; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: We were pressured to board passengers without pilots. We were told the pilots would be landing next to us in 10 minutes. We had passengers on board an hour and a half. The pilots had no place to store luggage as all bins are full at that time. We tried to reserve spots but didn't want to cause issues with passengers. Then found out the forward lavatory was broken and written up. Passengers had been using it while we waited so long. I feel this is an unsafe environment because ground crew left us to park other planes coming in. We have no communication from inside to outside the aircraft at times. This is no fault to our workers! The passengers could have remained indoors using bathrooms and we would've have known about the broken bathroom before a 4 hour flight. No boarding unless at least one pilot on board.




Synopsis: A Flight Attendant reported passengers were boarded an hour and a half before the pilots were on board and were using a lavatory that was supposed to be out of service.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Aircraft: SA-227 AC Metro III
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
Aircraft component: Pneumatic System
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Distraction; Workload
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Inflight Shutdown; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Start; after start; taxi; takeoff roll on Runway XXR was all normal. Upon reaching 1400 ft AGL and during our right hand turn towards the west; right wing overheat steady light illuminated. For this leg FO (First Officer) was PF (Pilot Flying) and Captain was PM (Pilot Monitoring) as briefed. PF executed memory items and PM verified. We held the checklist until 1500 ft AGL and communicated to ATC of intentions to stay around the airport. At this point I; as Captain; asked FO if he felt comfortable taking the role of pilot flying knowing that an engine would most likely be shutdown due to the light not extinguishing per the QRH. A verbal 'yes' by FO was given. I immediately continued with the pre-planned securing checklist and tried to create an environment of calmness but effective CRM due to the potential danger this emergency could entail. Extended vectors were requested until all QRHs were completed and prepared a return to the field. After securing the right engine and maintaining positive control of the aircraft we notified ATC. Very good CRM was applied and the result was a safe single engine landing. We exited the runway via a taxiway and shut down the engines to later get tugged back to the hangar; swap planes and continue on with the initial mission successfully and on time. Red annunciator light illuminated around 1400 ft AGL after takeoff. Memory items and verify method [completed] between crew members. Airplanes break. Thankfully we fly planes with more than 1 engine. I do not know how this could have been prevented. We shall see what the issue was after Maintenance opens the cowling up and inspects the engine.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Pilot crew reported a pneumatic duct overheat and the return to airport.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Mission: Training
Flight phase: Descent
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Troubleshooting
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Upon entering the traffic pattern at ZZZ during a flight lesson; my student and I experienced a near miss with Aircraft Y. Due to hazy conditions and sunset; there was some difficulty with seeing traffic. My student and I made all of the required and appropriate calls stating our position and intentions of entering on the right downwind RWY XX; starting 8 nm from the field. As we got closer to the airport at approximately 2 nm; Aircraft Y announced its position on right crosswind RWY XX; and stated that it saw us. We notified them we were still looking and had not turned on downwind yet. Aircraft Y appeared to fly a longer crosswind than anticipated at 1;100 feet. I stopped the descent at 1;400 feet and Aircraft Y flew below us at 1;100 feet; and then turned right to fly a wide right downwind for RWY XX. We followed and landed after them; without any additional traffic conflicts or safety concerns. I believe this near miss to be due to both the hazy conditions and uncertainty of the other aircraft's position. In the future to prevent this type of situation; especially with faster moving aircraft; I will fly a wider pattern and delay any entry until I am certain of the aircraft's position regardless of if they have me in sight or not.




Synopsis: Pilot reported a NMAC while entering the traffic pattern.
Date: 201810
Local time of day: 1801-2400
Location: D01.TRACON, CO
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working final for roughly 40 minutes and the rush was winding down. The last four or five arrivals all came in on the TELLR Arrival and all but one was cleared for the ILS to Runway 35L off of the TELLR Arrival. The only one that wasn't was vectored. Aircraft X was the fourth one in the string of TELLR's and was cleared the same way every other plane was cleared and was issued traffic that would be underneath them at 10;000 FT for the west complex runways. Aircraft X was observed vacating 11;000 FT; which is the altitude he should've been at until CRUUP on the localizer for that runway; so I issued a climb to 11;000 FT and a heading of 010 to intercept the localizer. When Aircraft X was quizzed about what happened and why they were at an altitude they were leaving the altitude that they shouldn't have been; Aircraft X responded that they were responding to a TCAS RA. Aircraft X was then issued the Brasher. I don't really have a recommendation other than we should expect more from the pilot's tasked with flying numerous people all over the world. This situation should never happen since the airplane is flying an RNAV route and RNAV is designed to separate airplanes.




Synopsis: Denver TRACON controller reported a loss of separation when an aircraft on a RNAV route descended below a crossing restriction; responding to a RA for traffic the restriction was in place for.
Date: 201901
Local time of day: 1801-2400
Location: DFW.Airport, TX
Flight conditions: Marginal
Weather elements / visibility: Turbulence
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: B787 Dreamliner Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We were given heading 200 degrees to intercept ILS/LOC 17L about 8-10 miles from final approach fix behind a heavy 787 to the same runway when we experienced its wake turbulence which then threw us off course to the left. ATC asked us about the deviation which we told them that we experienced wake turbulence from the heavy therefore we needed to offset from course and we'll get back on course as soon as we can. We were 8-10 miles from final approach fix therefore we could still get back on course for a safe landing. We were able to make a safe landing without further incident. We need to be more vigilant when following behind a heavy.




Synopsis: CRJ-900 Captain reported a wake turbulence encounter descending into DFW in trail of a B787 resulted in a track deviation.
Date: 202008
Local time of day: 0001-0600
Location: HCF.TRACON, HI
Flight conditions: VMC
Aircraft: S-70/UH-60 Blackhawk/Seahawk/Pavehawk/Knighthawk
Operator: Military
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class E HCF
ATC / advisory: TRACON HCF
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Company Policy; Procedure; Human Factors
Primary problem: Procedure

Narrative: An IFR H60; was released from a military air station. The aircraft departed with a malfunctioning mode-c transponder. I instructed the army helicopter to ident. The pilot verbally acknowledged. As the pilot was climbing out on the departure two VFR aircraft were approaching his flight path. I could not radar identify the army helicopter or verify the pilots altitude. The pilot attempted to recycle the transponder several times before I issued traffic on the immediate concerning aircraft at his 12 o'clock and 1 mile. I instructed the aircraft to fly west at that time; which would have appeared to avoid conflict from the first VFR aircraft. I then requested his alititude. The pilot responded three thousand two hundred. The MVA (Minimum Vectoring Altitude) in his area was three thousand two hundred. The highest depicted obstacle was one thousand eight hundred. There was no loss of separation. However; I was suspected of vectoring below the MVA by a nearby supervisor. The pilot requested to return to base VFR under his own navigation. I should have requested his altitude before turning the army helicopter. Altitude seperation should have been the primary attempt for the IFR helicopters saftey. Radar identification should always be established before control instructions.




Synopsis: TRACON Controller reported the Supervisor suspected them of turning an aircraft below the Minimum Vectoring Altitude.