elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Local time of day: 0601-1200
Location: GCN.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Helicopter
Operator: FBO
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D GCN
ATC / advisory: Tower GCN
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Ground; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Company Policy; Chart Or Publication; Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Local Controller 2 and Ground Control is responsible for 300 feet and below airspace in the Class Delta for helicopter traffic to helipads located around the airport. The Local Controller 1 is responsible for all inbounds/outbound to the runway. I was not working Local Control 1. The Local Control 1 controller had a GA helicopter inbound in which the pilot conducted an un-anticipated short approach. No known restriction was given to helicopter (usually instructed to stay at or above 500 feet AGL until final to remain above Local Control 2 traffic.)Aircraft X descended left base through final for Local Control 2's traffic to helipads in front of Aircraft Y. Aircraft Y was issued traffic; although I was not in communication with Aircraft X and did not coordinate for descent in Local 2's airspace. Aircraft Y did not respond nor were any visual evasive maneuvers observed. Aircraft X was then given a clearance to land on the northern helipads located on the airport. (Used for General Aviation helicopters only). Aircraft X was visually observed descending towards the helipad from final. One minute passed and I scanned the north ramp and did not see Aircraft X at the correct helipad. The Controller in Charge who was also working Local Control 1 received a phone call from a nearby Operator that Aircraft X has landed on their helipads. Aircraft X [had] landed in their helipads. Situation was resolved; Aircraft X flew direct to the correct helipads. I did not receive any communication from any of the traffic I had on frequency nor observed any abnormal maneuvers. I believe that the Local 1 Controller did not use the prescribed technique of restricting Aircraft X at or above 500 feet until final; as this is a standard technique used by our facility. I also believe that the pilot of Aircraft X did a short approach without notifying the Local 1 controller. These two communication errors would have prevented this. However; once the situation presented itself; climbing Aircraft X out of Local 2's airspace would have been the best solution.




Synopsis: GCN Tower Controller reported a NMAC between a helicopter flying through their airspace without coordination and into conflict with another helicopter.
Date: 201407
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Ground ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Night VMC taxi out of the alley in ORD. We were Number 2 behind another B737 and Ground Control issued us a taxi clearance to follow 'Company' B737 to 32R for departure. On our left an EMB 145 approached on B line and stopped prior to taxiway Alpha. I turned our taxi light on as we taxied forward to follow the B737 onto taxiway Alpha northbound. Another B737 approached form the south on taxiway Alpha at a fast rate making it impossible to get behind the company B737. Once that B737 passed and with the company B737 still in sight we proceed to taxi forward (with taxi light on) and had begun our turn onto Taxiway Alpha. From the left the EMB145 had also moved forward and started a turn northbound on Taxiway Alpha at an accelerated rate. Our taxi light was on and it was apparent that he could not taxi past us without a collision. I braked hard and stopped partially through the turn as I realized the EMB145 did not see us or did not wish to yield. The EMB145 came to a stop as I transmitted 'Stop!' over the radio [and] subsequently came uncomfortably close to our aircraft. At that point there was no way for us to move without striking his aircraft with our left wing and he could not move forward without running into us. Fortunately; there was adequate room for Ground Control to issue him instructions to turn left onto a perpendicular taxiway and taxi south on B Taxiway. We were reissued taxi instructions to 32R northbound on Taxiway Alpha. I clarified our original instructions with Ground Control as they were issued 'to follow the B737' with no mention of holding for a B737 or the EMB145 (who received a taxi clearance after us). Ground Control confirmed that was the case.




Synopsis: B737 Captain describes a ground conflict with an EMB145 at Taxiway Alpha during taxi out for takeoff at ORD.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine Air
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part; Procedure
Primary problem: Procedure

Narrative: After lengthy maintenance delays; we departed for our positioning flight. A normal taxi and before takeoff phase was completed and we were cleared for takeoff. I advanced the throttles to approximately 1.2 EPR and engaged the auto thrust system. At 80 knots I assumed control of the yoke and the PM asked 'do you smell that'. I quickly responded 'yes' and the takeoff continued. As we had not briefed to abort for such an issue above 80 knots; I felt continuing was the best course. At around 400 feet AGL I called for flap retraction; VNAV and FLC modes; and autopilot to fly the RNAV SID. Around 1;500 feet AGL the Pilot Monitoring (PIC) asked if I could handle the radios and the airplane. This question took me by surprise but I answered in the affirmative and the PIC left the cockpit to investigate. I found this confusing since we had our Chief Pilot in the cabin (with no passengers) for the departure and he could have investigated at the command of the PIC. Nevertheless; the Pilot Monitoring (PIC) returned a few moments later and informed me that; 'we are thinking about returning.' I said 'then we should return' and we began the process of air-returning. After an abbreviated brief for the visual approach; we landed without further incident. Maintenance theorized that the odor (without smoke) was from lubricant erroneously added to the air filters related to the power plants. We were able to continue the trip the following day without incident. I felt the CRM was poorly executed and a lack of abnormal checklists conducted also left much to be desired. Had I the chance to do it again; I would have insisted that the PM remain on the flight deck and that we ask the pilot in the cabin to investigate; at least until clearing the critical phases of flight.




Synopsis: G500 First Officer reported an air return after odors were detected after advancing throttles for takeoff.
Date: 202108
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Super King Air 200
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B PHX
ATC / advisory: Tower PHX
Second aircraft: A320
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: I was operating a flight from PHX.  I was issued a taxi clearance to Runway 25L.  I started the taxi to the runway and advised Ground Control that I would need a few minutes at the end of a run-up; the controller said no problem and advised the tower when you're ready.Tower issued me a takeoff clearance; runway heading.  [An A320 NEO] had started the takeoff roll but stayed on the [runway] for about 10 seconds after I started my takeoff roll; and I was about 1000 feet down the runway before [he] took off.  After we rotated I was aware of the wake turbulence but was not expecting the Controller to turn me left into his wake turbulence.  I was given a left turn into the wake turbulence. It was more than I expected and the passengers were thrown around in the back and both complained about their necks being sore and they seemed to be upset. The Controller gave me a hand off to Departure and I advised him that I hit the wake turbulence. The flight continued as normal and once we landed I was advised that the back of the aircraft took a hard hit and threw open a set of cabin doors and tossed all the secured baggage around. I spoke with the passengers the next morning and they complained of some soreness and mostly shook up from the experience. After a lot of thought; as the PIC; I should have declined the take off clearance and waited a few more minutes.  I believe that more separation should be given to the Airbus NEO aircraft.

Callback: Reporter stated the A320 NEO appears to have a stronger wake than other similar size aircraft.



Synopsis: Small Turboprop pilot reported encountering wake turbulence departing PHX in trail of an A320 NEO.
Date: 202001
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: Mixed
Weather elements / visibility: Rain; Turbulence
Light: Night
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
ATC / advisory: Tower ZZZ
Aircraft component: Cabin Furnishing
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Weather
Primary problem: Weather

Narrative: Enroute from to ZZZ1.  Passed through moderate rain and mild turbulence.  Conditions were clearing.  Initial descent; already received ATIS for ZZZ1; 22 minutes out; and entering ILS XX in FMS.Entered cloud and received lightning strike.  Had initial odor of melting plastic and haze in rear compartment which cleared; turned out to be a piece of melted carpet covering foot peg bracket.  High oil pressure indicator displayed but all engine parameters normal.  Avionics radios all functioned without a glitch.  No fire.  Requested precautionary diversion to ZZZ which was 22 miles south and landed Runway XY; localizer approach-uneventful.  Taxied to parking and shutdown.  Spoke with Tower thanking them for their calm reassuring guidance; because even though absolutely everything was working normally I was unsure/nervous about what might happen next after a lightning strike.  Fortunately nothing on this mission.  Relied on NEXRAD and actually just entered VMC prior to strike which made it more startling.I filed this as I didn't know how else a lightning strike incident would get into database and I felt it is an important statistic.




Synopsis: SR22 pilot reported being hit by lightning strike during descent resulting in a diversion.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When departing on Runway XX it is required to back taxi from Taxiway X. When approaching the runway on Taxiway X there was an aircraft that was not finished with a run up in front of us. The ground controller then instructed the aircraft to cross Runway XX and hold on Taxiway Y to complete the run up. We were then instructed to back taxi full length for Runway XX. When reaching the end I performed a 180 degree turn and we were then cleared for takeoff. When making the turn we cleared the area including having the aircraft in sight sitting on Taxiway Y. Once we were about to rotate; we passed and noticed that the entire aircraft was over the hold short line on the runway side. We continued the departure without incident. The ground and tower controllers should have noticed that the aircraft was on the runway before we were cleared for takeoff.


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


Synopsis: A320 crew reported that a general aviation aircraft completing their run up was completely over the hold short line for the runway and they should not have been cleared to takeoff.
Date: 202110
Aircraft: B737 MAX 9
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: I have been finding a considerable amount of IDGs (Integrated Drive Generators) with low oil qty on the engines. No oil visible in the sight glass. Please see attached pictures of various aircraft. No leaks have been noticed after accomplishing a 5 minute idle run; so; I am not sure what is going on. We need to be serviced or checking the IDGs more often.




Synopsis: Technician reported IDG oil level was low and after servicing and a 5 minute idle run; no leak was noted. Technician also reported other instances of this issue.
Date: 201210
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Fuselage Attachment
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Training / Qualification; Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Manuals; Procedure
Primary problem: Procedure

Narrative: On the walk around I found a fastener missing at the corner #1 position on a large belly panel just inboard of the pack inlet. Contract station Maintenance was unable to get a fastener to take hold in the slot; so they consulted with Maintenance Control who issued a configuration deviation for the missing fastener and issued our new Maintenance Release. I was surprised that the missing fastener was was ble to deferred; since I had encountered almost the same situation about six months ago; where it was later found to be non-deferrable. I reported that situation also. It was closed as no further action required (and no info back to me). In the current situation; upon arrival at our next maintenance station; I went to Maintenance Control and spoke to a Maintenance Controller; and I showed him the Maintenance Release and a photo of the location of the missing fastener. He looked in the AMM and could not understand how that missing fastener could have legally been deferred. The Controller held the outbound flight to insure that the fastener was replaced immediately. I then went to the Maintenance Representative and showed him the same information. He looked in the AMM and agreed that it appeared to be an illegal deferral. He said he would contact the main Maintenance Control Controller who deferred it; would try to figure out why that happened; and would call me (no contact yet; two days later). I said I was filing report and asked that he share that with the Controller.

Callback: The Reporter stated that his aircraft type was an A319. Additionally; he has seen this type event more than once and at one point his carrier issued a safety alert that missing fasteners must be replace and that covering them with speed tape was not acceptable; as occurred in several instances. The Reporter's belief was that the mechanics simply desired to get the aircraft out of their station but the problem does appear to be systemwide since it has occurred repeatedly.



Synopsis: An A319 was released at the departure station with a belly fuselage fastener loose but at the next station was grounded until the fastener could be replaced and secured. The previous release was deemed illegal.
Date: 201505
Local time of day: 0001-0600
Location: ELP.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 50
Light: Night
Aircraft: Super King Air 200
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Fatigue
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Climbing out of ELP and passing through around 25;000 feet; My GPS unit flagged an integrity message. At the time of the GPS losing signal; I was direct to INK vor. I reported the failure to ATC (with the understanding that there was a NOTAM for GPS jamming being conducted). The controller gave me a vector direct when able to my destination. As a result of my GPS losing signal the autopilot went into 'roll hold' a basic level that the autopilot defaults to. I placed the autopilot into heading mode and rolled to the assigned heading. What I failed to notice was that the autopilot had also dropped 'altitude select'. This mode is responsible for capturing the assigned altitude. In this case; that altitude was 27;000 feet. I recall acknowledging the altitude alerter at the 1000 feet prior annunciation. However; instead of focusing on the level off I left my attention to resetting the GPS and tuning in frequencies to ground based navigation facilities. As I was looking up a frequency to tune; I noticed the amber light from the altitude alerter was still illuminated. Through all of my previous flying experience I instantly knew that we should have already leveled off. I looked at the altimeter and we were 800 feet higher than our assigned altitude of 27;000 feet. I immediately disengaged the autopilot and corrected to the assigned altitude.Contributing factors include distraction from losing GPS. Fixation while attempting to find other means of navigation; even though the controller gave me an initial vector and I had plenty of time to wait until level off to determine frequencies. In addition; I was approaching the end of my duty day so fatigue may have contributed to my error.




Synopsis: King Air 200 pilot experienced loss of GPS signal after departing ELP and passing through FL250. The failure was due to NOTAMed GPS jamming in the area and ATC assigned a heading to destination. With the loss of NAV capability the autopilot also lost altitude capture; resulting in an 800 foot overshoot of FL270.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Aircraft Heating System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; 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; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flying at cruise altitude of 34;000 FT; two circuit breakers popped behind me followed by an electrical burning smell. Declared an emergency; diverted; and landed. Everything normal. Forward cargo compartment heaters malfunctioned.




Synopsis: During cruise flight at FL340 an MD-80 crew noticed that 2 circuit breakers had opened followed by an electrical burning smell. An emergency was declared followed by a landing at a diversionary airport.