elihoole/asrs-aviation-reports huggingface dataset:
Date: 201401
Local time of day: 0601-1200
Location: ZMP.ARTCC, MN
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Traverse Low and Traverse High sectors were combined. ZOB is supposed to put aircraft entering Sector 2 (low sector) on 132.9 (Sector 2 frequency); and those aircraft above FL210 on the high frequency. They put a TVC lander at FL200 on the high frequency. It is an extreme safety hazard if we don't catch these mistakes because of the icing conditions these 2 sectors face. If aircraft are on the wrong frequency; then we lose them as we are vectoring for final; in a critical phase of flight; often where icing is the most prevalent. And often; this is the only aircraft on the frequency; so there is no way to get the aircraft over to the right frequency until they find their own way. This happens several times daily with ZOB. They consistently put aircraft on the wrong frequency. They have done it to me 4 times in the past week alone; and that's JUST ME! This isn't an unusual sector configuration or anything out of the normal procedure. This is standard configuration that ZOB has worked next to us with for decades. Better training for Cleveland Center controllers.




Synopsis: ZMP Controller expressed frustration regarding controllers at ZOB who reportedly assign the wrong frequency; especially when sectors are combined/split etc.
Date: 201812
Local time of day: 1201-1800
Location: SFO.Airport, CA
Weather elements / visibility: Rain
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower SFO
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We landed on [Runway] 19R and were cleared to taxi B F A to [the] gate. Going that direction; the signage was not obvious for F; but the taxi diagram showed properly and as I was on F about to enter A; I saw an RJ coming right at us from F1. I applied the brakes quickly to avoid collision. ATC saw the event and reprimanded the regional jet for not following his clearance to use F to A. All passengers and flight attendants were seated. There was no injury or damage; but I was concerned this could happen again. This is not the usual taxi direction and signage is not obvious.


Second narrative: We had landed RWY 19L and crossed [RWY] 19R as instructed. As we prepared to turn from B onto F to connect with A; a regional aircraft was observed off our left side on A. The Captain stopped the aircraft to allow the aircraft to pass. The Tower questioned the other aircraft and indicated they had cut off our aircraft. Apparently the Tower's understanding was that they were also to taxi B F A; but it appeared they had possibly inadvertently taxied B F1 A. To the best of my knowledge; we followed taxi instructions correctly.


Synopsis: B777 flight crew reported having to make an abrupt stop to avoid a collision with a regional aircraft while taxiing to the gate at SFO.
Date: 201411
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Enroute to LAS at FL320. Smooth ride and clear. TCAS was inop on our aircraft; and deferred by MEL. Encountered a sudden very hard jolt of turbulence and then within seconds the aircraft was being rapidly rolled; with considerable turbulence as well. Do not recall which direction. Possibly both directions. Autopilot was disconnected and substantial aileron was required to return to level flight. This happened again at which time we notified ATC that we had encountered wake turbulence and were in a descent. ATC cleared us down to FL300. After enquiring about other aircraft in our vicinity; ATC stated that we were ten miles in trail of a heavy 767 also at FL320; which obviously was the source of the wake encounter. They had us slow down so as to increase the separation; as we were both enroute to LAS. No other wake turbulence was encountered and no passengers were onboard. An operable TCAS may have helped to avoid this encounter as we could have been aware of the proximity of the other aircraft and inquired as to what type we were following. Also; an inoperable TCAS system should be a grounding discrepancy. In today's airspace; it is not wise to fly without TCAS for numerous reasons.




Synopsis: HS-125-800XP Captain reported wake vortex encounter in 10-mile trail of a B767 on arrival to LAS.
Date: 202010
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Other Person
When detected: Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed; General Work Refused
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cockpit setup a OPS Manager came to the cockpit to inform of aircraft history of a chemical smell with aircraft. Flight Attendant informed us a bad smell in the cabin. I went in the cabin along with my First Officer it did smell like a strong chemical smell throughout the cabin a very strong in the last 10 rows. I contacted Dispatch and the Chief Pilot. Maintenance came on board and did confirm the smell. Then I contacted Dispatch to refuse the aircraft.




Synopsis: B757 Captain reported refusing the aircraft during pre-flight due to a strong chemical smell. Reportedly; the aircraft has a 'history' of fume events.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Beechcraft Twin Piston Undifferentiated or Other Model
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Skydiving
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [In] my preflight noticed that both engines needed a quart of oil. Filled both back to the proper indication. Closed both engines then continued with my preflight. Found nothing else that needed attention. I took my first load. I noticed a slightly low oil pressure on that flight and called another King Air pilot that trained me to ask about it. As I got out of the plane the owner and I noticed that oil was all over the left wing. Opened it up and I did not properly secure the oil stick/cap. A small amount of oil was still visible on the stick. I called the A and P and we were advised to put oil back in the engine; clean it up out of the bay and try a run up. The start went normally; oil pressure was back. I taxied down to the end of XX did another run up. Everything was in the normal range. Did a normal takeoff left hand pattern while watching the left engine. Proceeded to a normal approach rounded out; pulled power back then heard the gear unsafe warning. A split second later heard tick of a prop hitting the ground. My initial reaction was to push the power forward and take off but reason took over and I pulled power all the way back and bellied the plane in. Then I secured the plane and got out.I did several things wrong that day most importantly I did not follow the checklist and I did not do a GUMPS (Gas; Undercarriage; Mixture; Prop; Switches) check. I also had been driving 4 hours prior to the event. I am devastated. I should have followed the checklist.




Synopsis: Pilot reported a gear up landing.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Beechcraft Twin Piston Undifferentiated or Other Model
Operating under: Part 91
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: DC Rectifier
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After starting right engine I started the left engine; after engine had started First Officer noticed smoke rising from the right panel and looked as if it was coming up from the charging port for the IPad. I immediately shut both engines down and took the ship battery switch to off. Strong acrid smell persisted in the entire aircraft.I would suggest when ever possible have the charger removed from the charging jack so as not to have the units overheat.

Callback: The reporter stated that a cigarette lighter style electrical outlet has been installed on some aircraft for use with iPad chargers. The charger is 28 Volts which must be stepped down to USB voltage of 5 volts. The transformer/charger is the component which caught fire and it is separate from the aircraft in that it is a portable device used only during iPad charging. This event is his second and fortunately this event was on the ground. His previous event occurred while airborne and required an emergency descent because the crew could not immediately determine the smokes source. He saw the inside of the first transformer/charger and a capacitor inside the device actually split it became so hot. He believes four or five similar events have occurred.



Synopsis: Following both engine starts at the gate; smoke from an external iPad charger connected to a charging port filled the aircraft cockpit so both engines where shut down and the battery switched OFF.
Date: 201504
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Cabin Address System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Human-Machine Interface; Confusion; Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: The A flight attendant and I were in the middle of service when the call and flashing light came in emergency. I went to the aft galley and stated nature of emergency; I made two more attempts before motioning the a flight attendant to come back; she attempted to no response from flight deck when then hung up and went to the forward and still no communication was able to get through to flight deck. We knocked on the door to no response. I tried the PA saying the captain's name after that we pressed the access switch which was denied when then got a note stating what's wrong and passwords. After communicating via notes and a clear zone established the flight deck door was opened. We then realized no one had pressed the emergency button and contained flight communication via notes.  The emergency light and tones kept going off for the rest of the flight.We tried several ways to get flight deck from knocking to PA with the notes passing was good communication since no one had hit the emergency call button it was a malfunction. No one had this happened before having good communication with captain and first officer before the flight was helpful. There really was no way to prevent this; it was a computer problem maintenance came on.




Synopsis: During the flight an ERJ-175 Cabin Emergency Light and alert tones sounded because of a computer fault. The flight attendants could not communicate with the flight crew because they did not select the Cabin to Cockpit alert. Confusing communications and a cockpit lock down resulted.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EC135
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ambulance
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Rotorcraft
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Dispatched to ZZZ for patient pickup for an inter-facility hospital transfer. I was monitoring the ZZZ Unicom frequency at least 30 nm out. I made an inbound call at approx. 10 nm out and another one at approximately 4 nm out. No response was heard from any aircraft. Upon arrival at the airport and on short final for landing to the ramp for shutdown; I heard someone on a handheld radio say 'Helicopter approaching; we have jumpers in the air'. My crewmember up front and I scanned the area and saw one single jumper at approximately 1500 AGL with the chute deployed. It was not in a position to be a hazard to our final approach so I continued on short final and landed to the ramp and shutdown. [A military organization] was conducting jump operations in a C-130 at the time of our arrival. At no time from approximately 30-40 nm out until arrival did I ever hear any calls on Unicom from a C-130 and did not hear any 'jumpers away' calls. In addition there was another helicopter that approached from the same direction and landed a few minutes after I did. I talked to him and he said he never heard any 'jumpers away' call. I also heard other small fixed-wing aircraft on the Unicom as I was approaching. The first call I heard regarding any jump operations was from the person on the handheld radio on short final. After shutdown; a representative from the [military] unit came and talked to me. I explained to him what I explained above. He mentioned he would have to submit a report to the FAA since there was a jumper at 1500 AGL with the chute deployed. After the medcrew returned in the ground ambulance we loaded the patient. The jump operations had ceased at that time and we departed without incident and completed our medical mission.In addition to monitoring the Unicom frequency and making the inbound position reports and calls as I did; I would query on Unicom if there were any aircraft in the area and specifically any jump aircraft in the area.




Synopsis: EC135 medevac pilot reported encountering unannounced jumpers in the air on arrival to an uncontrolled airport.
Date: 202111
Local time of day: 1201-1800
Location: RDU.Airport, NC
Weather elements / visibility: Turbulence; 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E RDU
ATC / advisory: TRACON RDU
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
Result: Flight Crew Landed As Precaution
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Flying over FAY I noted moderate turbulence and made report to FAY approach. In response they offered a lower altitude of 3;000 feet which I accepted. Subsequently turbulence became severe. Aircraft control became difficult. RDU approach told me to expect visual for 5R. In order to get to the runway ASAP I descended below MDA. A radio tower with a height of about 2;200 feet AGL was clearly visible and avoided. ATC instructed me to climb to 3;000 feet and turn 090. I climbed to about 3;400 feet. Stabilization of the aircraft was difficult due to severe turbulence. I eventually was vectored to successful landing. Of note there was a PIREP issued about an hour before by an aircraft 10 miles west of RDU reporting moderate turbulence. That aircraft is three times the weight of mine and supports the severity of turbulence I was experiencing.




Synopsis: GA pilot reported flying through severe turbulence near RDU airport resulting in difficulty controlling the aircraft and a descent below the MDA.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; Rain; 7
Light: Daylight
Aircraft: PA-23-250 Aztec
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Weather
Primary problem: Human Factors

Narrative: I was going to take off from ZZZ to fly over to ZZZ1 for the night for hangar availability. The wind on the sock was almost a direct crosswind with the occasional gust and it was favoring Runway XY for departure. It had just started to rain before I turned on the engines. When I taxied out to the runway and performed my run up; everything was in the green; and the plane was good to go. I applied flaps for short field take off and held my brakes while applying power. With approximately half the runway remaining I aborted the takeoff. I chopped the throttle and applied braking action while getting the flaps up. I realized the plane was not going to stop on the runway because of how slick it was and the tires kept sliding. I cut the mixture as well and the props were windmilling as I slid off the end of the runway. The plane continued to slide down the slope on the hard dirt before coming to a rest at the fence where the prop made contact with the links.




Synopsis: PA-23 Pilot reported sliding off the end of the wet runway after losing control of the aircraft while aborting a takeoff.