elihoole/asrs-aviation-reports huggingface dataset:
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B767-400 and 400 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Smoke; Fire or Fumes Checklist was followed. [We] declared Emergency with Center. [We] diverted normal approach and landing; not over weight. Emergency equipment met aircraft after landing; after exterior inspection by them; continued to an approved Wide body gate. Flight deck crew stayed with aircraft and assisted Local Maintenance; four hours later flew different aircraft back to departure airport with the passenger. Spoke with Dispatch; Maintenance Control; Duty Manager; at gate.


Second narrative: The pushback; taxi and take-off were all normal. As we reached cruise altitude (FL340) the ride began to deteriorate and we requested higher (FL380). Sometime during this last step climb; approximately 30 minutes into the flight; both the Captain and I noticed a strong burnt electrical smell. The fumes appeared to be strongest along the left side cockpit windows. After several minutes of attempting to determine the origin of the odor; we gave up and both agreed it was time to run the 'Smoke; Fire or Fumes' checklist. I pulled out the QRH and we both donned O2; 100% (step 1). In accordance with the rest of the checklist; we then declared an emergency and diverted to the nearest available airport. At some point during the descent/approach the Captain informed the Purser that the situation in the cockpit was relatively stable and that they could anticipate a normal landing. We accomplished all checklist items and had an uneventful landing and taxi-in. We were followed to the gate by Crash and Rescue.


Synopsis: B767 flight crew experiences electrical fumes climbing to FL380. After attempts to locate the source are unsuccessful the crew complies with QRH procedures and diverts to the nearest suitable airport. A report from one of the flight attendants concerning the diversion is also included.
Date: 201709
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: My FO called my attention during our final descent into LAX on the HLYWD 1 arrival; cleared for the approach to 25L; and passing FUELR at 9;000 ft. I looked straight out 12 o' clock a little high and I saw a black object flying by us a few hundred feet above us. I asked him; do you think it was a bird? He said that he thought it was a drone. It was too late to do anything and no strike was suspected. We reported this to the ATC; who reported to other planes. The landing was concluded uneventfully.




Synopsis: EMB-175 Captain reported a NMAC with a UAV on approach to LAX at 9000 ft in the vicinity of FUELR.
Date: 201502
Local time of day: 1201-1800
Location: BTR.Airport, LA
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Flight plan: VFR
Flight phase: Initial Climb
Airspace: Class C BTR
ATC / advisory: Tower BTR
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was cleared for takeoff on Runway 22L. City vehicle called for instructions to west ramp.  I instructed the vehicle to proceed via taxiway E; F; & turn left at taxiway A and hold short of Runway 13.  I did not issue a crossing or hold short instruction for Runway 22L.  The vehicle then crossed the runway.  As the city vehicle was clearing Runway 22L the local controller advised me that aircraft X was airborne.  Aircraft X was approximately 100 feet in the air and just north of taxiway G. There is 1600 feet between taxiway G and F. New tower that is taller or in a different location.  It is very hard to see aircraft at the approach end of Runway 22L.




Synopsis: BTR FLM reports of a vehicle wanting to go to the other side of the airport from their present position. Instruction is given with a hold short of a specific runway; which is the third runway that the path will cross. Vehicle doesn't hold short at first runway and crosses while an aircraft is departing that runway.
Date: 201303
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
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; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When descending out of FL240 on the SEAVU 2 arrival to LAX; a STAB OUT OF TRIM light illuminated with the Autopilot engaged. The QRH was followed and the autopilot was disengaged. There was no movement from the trim system with either one of the Yoke trim switches (No Electric trim). An emergency was declared; and approach continued with a flaps 15 landing per the QRH to a normal landing.


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


Synopsis: During approach crew experienced a stabilizer out of trim condition.
Date: 202007
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: On taxi; final walk-through; as the #2 FA; I noted a passenger who would not wear his mask. The passenger stated that he had asthma. I asked if he had noted that to the gate agent and was he on the list for medical exemption. I walked to first class; reviewed paperwork and had borrowed the #3's tablet as it was closer to me. After speaking to the passenger; I went back up to first class to return #3's tablet. Clearly; I didn't process that the Captain had made the prepare for takeoff PA and found myself in the FWD galley for takeoff. In over 20 years; I have never had this happen to me; I was positively stunned that I wasn't in my jumpseat for takeoff. The #1 and #3 stated that I should stay where I was as an attempt to run to my jumpseat during takeoff could injure myself or our passengers. The personal sense [of] fear; shock and embarrassment I am experiencing over not being in my jumpseat for takeoff will more than likely make me hyper vigilant to this issue. In addition; I will place more emphasis on situational awareness and pay greater attention to PAs being made; stopping what I am doing to pay attention to what is being communicated. Recent global events (COVID-19 pandemic) policy and procedural changes in concert with related stressors involved have been dis-regulating; thus placing a greater emphasis on being present and aware in the moment; the gradual adjusting to new procedures (mask wearing) should also prevent re-occurrence of this FAR violation.




Synopsis: Flight Attendant reported being distracted with having to verify that a passenger had a medical condition and therefore did not have to wear a mask. During the distraction the Flight Attendant missed the Captain's PA 'prepare for takeoff' and was not seated as the flight departed.
Date: 201707
Location: LAX.Airport, CA
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; General Police / Security Involved
Contributing factors: Environment - Non Weather Related; Airport; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Taxiing to 24L we were instructed to Taxi C; C9; B; C10; S-North Route. Approaching the C/C9 intersection I slowed the aircraft to 10kts and [the] First Officer (FO) and I checked for crossing road & taxiway traffic. The FO responded clear; and I; noting a pickup truck down near C8 called 'one truck approaching; otherwise clear' I slowed as I made the turn; keeping an eye on the truck as it was traveling much quicker (approximately 30-40 mph) than I usually see traffic move on the road. As I began the turn; my assumption was that the truck would yield as I was already in the turn. We were more than 30 degrees into the turn before the truck passed the taxiway C/C9 sign. When the truck did not even slow as it passed the C/C9 direction sign; I called out that he wasn't stopping; turned on ALL the exterior lights and slammed on the brakes. We stopped with our nose just short of the zipper road; approximately 80 degrees perpendicular to it. The truck sped through the intersection; crossing C9 about 10-15 feet in front of us (It was so close the bottom half of the truck was obscured by the nose/glare shield). At no point did it even attempt to slow down or yield; even after passing through the intersection. I called ground to report the event; a description of the truck and direction of its movement. A few seconds later another aircraft reported that the same truck was weaving in and out of other road traffic. I called the FA's to apologize and ask if everyone was ok; and they responded yes; so I continued my taxi. After turning back on to C from C10; I noticed the truck was still westbound on the road and as we approached S; it began to turn northbound. Although we were cleared to taxi north on S; I slowed down to almost a stop to allow the truck to cross so that we would not have another encounter. I reported that the truck was now n on S and we continued our taxi to 24L with no further problems. After taking off; LAX tower reported to us that the truck had been stopped by ops.




Synopsis: Captain of a Commercial Aircraft reported a ground conflict with a speeding vehicle while taxiing at LAX.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
Aircraft component: Mach Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Departing Runway XX Captain was the flying pilot and I was Pilot Monitoring. It was a normal takeoff until the Captain asked for the autopilot. About 3-6 seconds later we got a 'AP Trim is NU' caution message. Since we were only 700 feet above the ground the Captain turned off the autopilot and tried to trim the plane himself. He was putting in nose down trim but nothing was happening. During this time we got direct to ZZZZZ and climb to 7;000 ft. We started the turn and kept the plane climbing. During the turn I tried to put nose down trim to see if it would work on my side. It did not. Since we were not getting any messages on EICAS and the trim was still not working; we disconnected the stab trim and Mach trim and then reconnected. The plane was already in a nose high pitch attitude and once we reconnected; the nose high trim increased by an additional .4 units while the captain was trying to trim down. Once we confirmed that we disconnected the the stab trim and Mach trim at that point the Captain transferred the controls to me and he took the radios and started running the QRH. I started to slow the rate of climb of the aircraft and we asked ATC if we could stop the climb and maintain the altitude we were at. ATC gave us clearance to do so; the altitude was 5;000 feet. We were still heading towards ZZZZZ. Then we advised ATC and ask for delay vectors to return back to ZZZ. The Captain did the checklist for the stab trim caution message and we also did our check lists for landing. We then asked ATC for vectors to land on [Runway] XX. We landed with the trim at 8.8 and took off with a trim setting of around 6.8. During the whole fight we never put trimmed up. It was a successful landing in ZZZ. At we taxied to the gate without incident. The stab trim was not responding to our inputs.




Synopsis: First Officer reported a Mach Trim malfunction caused an Air Turn Back and precautionary emergency landing.
Date: 202106
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Normal Brake System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: On roll out after landing I hit the brakes and the aircraft tipped over on its nose and came to rest upside down. Wind was calm and no contributing factors other than human error in judging the speed of the aircraft. I was only going 5 MPH and thought I could hit the brakes without incident. I am assessing the damage to the aircraft at this time. I was by myself at the time of the incident.




Synopsis: GA pilot reported tapping the aircraft brakes; causing the aircraft to nose over and flip on its back during taxi.
Date: 201809
Local time of day: 0001-0600
Location: PDX.Airport, OR
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Staffing
Primary problem: Airspace Structure

Narrative: Enroute to PDX airport; we were at or near the PDT arrival fix and we were talking to Seattle Center. The Captain which was the nonflying pilot which made no less than 4 attempts to check in with the next assigned controller. After about 10 minutes of trying to check-in. Finally the controller came back with a response of 'I'm working multiple frequencies!' At this point we were several thousand feet high on the arrival. And; the new controller issued us a descent clearance. When we were handed off to Portland Approach we had to get vectors off course to get down for the approach and landing. The Seattle Center was overwhelmed or over tasked and was unable to issue us a descent clearance. Perhaps having one controller per radio frequency.




Synopsis: Air carrier First Officer reported being high on arrival due to ATC being overwhelmed working several frequencies.
Date: 201905
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I noticed a significant dirty sock smell on departure as we lifted off. The Captain immediately concurred. We identified the smell as pyrolyzed engine oil; and I donned my oxygen mask at about 1;000 feet AGL. I coordinated with the Captain to call the flight attendants; who did not report any unusual odors. We discussed our options; including a possible return to the departure airport. By this time we were about four minutes into the flight. As we passed 10;000 feet; the odor dissipated; which I confirmed by taking the mask off momentarily and checking for the odor. We elected to continue the flight. I noticed the odor again on descent around 10;000 feet. It was not as strong this time. We turned off Pack 1 and the smell dissipated immediately. We continued the flight without further incident and wrote up the fume event upon shutdown.Provide training to Maintenance Personnel; pilots; and flight attendants on the hazards and causes of engine oil fume events. Develop a checklist for pilots and cabin crew to address engine oil fume events when they occur in flight. Investigate the physical causes of these events and attempt to correct the underlying mechanical issue. Correct the information that appeared in company publications blaming engine oil fume events - and the illness caused by these events - on coffee. Ensure the entire organization from top to bottom is educated on this hazard and not conflating engine oil fume events with pack contamination or other odors.




Synopsis: EMB-175 First Officer reported a dirty sock smell on departure that initially subsided; but returned on descent.
Date: 201810
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown
Anomaly: 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 FLC Overrode Automation
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: When we got to ZZZ; we shot the RNAV Approach since there was not an ILS and went missed approach twice before diverting to ZZZ1 for fuel. When we arrived at ZZZ1; we waited approximately 2 hours for the weather to improve. We were dispatched under exemption 3585 to try to get to ZZZ. The Captain and I discussed how we would go to ZZZ2 if we couldn't get into ZZZ. When we departed ZZZ1 the weather in ZZZ was reporting 600 overcast and 3 miles visibility. When we arrived it was 2 1/2 miles visibility with 600 overcast. The weather in ZZZ2 was the same. I felt comfortable knowing that we could get into ZZZ2 on an ILS if a diversion was necessary. On the descent we talked about how on the radar we saw a cell right over the approach end of the runway. We discussed how we would do one attempt and then divert to do an ILS approach into ZZZ2. At ZZZ we shot the RNAV Approach. At minimums we could not see the approach lights or the runway and I stated; 'Missed approach' for the third time today at ZZZ. The Captain hit the TOGA button on the thrust levers but continued the approach using the TRS button to override the automation and then turned off the automation to land once he saw runway. While the Captain was overriding the thrust levers; the Yellow Master Caution went off for the thrust levers not being in TOGA. After shutdown in ZZZ; the Captain tried to tell me that our altimeters didn't match. I explained that our company 'has a proactive go around policy. When we don't see the runway at minimums; we must go missed. I called missed and you continued.' This report is accurate to the best of my recollection.




Synopsis: EMB175 First Officer reported the Captain continued an approach and landed even though the weather was below approach minimums.