elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 1801-2400
Location: DFW.Airport, TX
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DFW
ATC / advisory: Center ZFW
Second aircraft: A321
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Wake Vortex Encounter
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: [We] were flying the FORCK2 departure and were level at 10;000 feet; experiencing small altitude changes due to turbulence of a cloud layer at 10;000 feet; when the flight experienced an RA. Between the intersections of PAXTN and HANUH; ATC had called traffic in vicinity of aircraft with one A321 flying at 11;000 feet directly above our aircraft. The crossing traffic at 11;000 feet caused an additional small altitude gain due to wake turbulence; which did not exceed 200 feet. I responded to the altitude deviation by starting a slow descent of 200 feet per minute. Upon regaining 10;000 feet the aircraft received an RA from an aircraft below us that was climbing. Initial estimate would put that aircraft between 1;000-1;500 feet below our aircraft and climbing when the initial RA went off. I responded to that RA by initiating a climb and keeping the Flight Director in the RA Green Zone. First Officer called ATC and stated that we were responding to an RA and had initiated a climb. At 10;500 feet; the RA stated clear of conflict and we leveled off. After the below aircraft showed clear behind us; I started the descent back to 10;000 feet which was our assigned ATC altitude. Upon being clear of conflict; Captain and First Officer both mentioned the conflicting aircraft was then 1;700 feet below the aircraft. No further issues occurred throughout the duration of the flight.Turbulence from cloud layer at our assigned altitude caused minor altitude deviations. Wake turbulence from A321 crossing overhead of our aircraft 1;000 feet above caused major wake turbulence immediately following its passing from right to left.De-congestion of airspace when an aircraft is getting light to moderate turbulence at the base of a cloud layer. Within two minutes we were given multiple traffic alerts from ATC in regards to aircraft crossing. Other aircraft also could have been held lower or given a shallower climb to limit the crossing points of our system.




Synopsis: EMB-175 Captain reported encountering wake turbulence departing DFW from an A321 above them.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Police / Security Involved; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A taxiway incident occurred between my airplane and a grass cutting service employee.  While taxiing along Taxiway Foxtrot on the way to Taxiway Lima; I felt the airplane make contact with something. I stopped the airplane and shut down the engine. I found a lawn service worker lying on the ground with a headset on and an edge trimmer by his side. He was lying on his back. My passenger asked him how he was and he responded with '[expletive language]'. After contacting the local authorities the County Sheriff and a Fire Rescue team showed up at the site. The individual was taken to hospital to determine his needs. No blood or broken bones where identified. The total aircraft damage was to the plastic wing tip light cover and the sheet metal fence to keep light from glaring into the cockpit on the very wing tip of the airplane.I realize this report might not be necessary as the incident was while taxiing at a private airport; but filed this information on an as needed basis.




Synopsis: Small aircraft pilot reported the aircraft wing tip struck a lawn service worker during taxi.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
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 Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL320 in smooth air we felt several sharp bumps followed by ECAM ENG 1 STALL. The message cleared; but was followed a minute later with several more bumps and ECAM ENG 1 STALL (2) message. That message cleared and was replaced with ENG 1 OIL CLOG message. FAs reported smoke in the cabin and we began to get smoke in the cockpit as well. We donned the O2 masks; [advised ATC]; and requested vectors to ZZZ. FO ran the ECAM/QRH for the oil filter message and the smoke began to dissipate. I coordinated FA items with FAs and advised we planned on a normal landing with no evacuation in approximately 20 minutes. I also briefed the passengers as to the situation; to follow FA instructions; and plan on a normal landing. ATC gave us expedited descent and vectors and we set up for the VOR/DME XXL. The left engine was producing stable power that matched the right engine so I chose to let it run with the understanding we could shut it down if needed.I had the FAs prepare for landing and gave a final PA to the passengers to expect a normal landing; follow the FAs instructions; and remain seated after touchdown. I also advised we would be met and followed by safety personnel. We landed over weight approximately 179;000; flaps full with medium brakes; smooth touchdown; and cleared the runway. Talked to ARFF on frequency and he reported some smoke from left engine which we shut down. They followed us to the gate. Passengers deplaned normally.




Synopsis: A321 Captain reported an inflight engine malfunction. Flight diverted to an enroute field and landed uneventfully.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: One day prior; previous write up 'fuel smell in left aft lavatory.' 1:10 into flight; flight attendants call and notify us of a smell in the aft lavatory. Unable to specifically describe the smell. First Officer [was asked] to assess if the smell was present in the lavatory. Decision made to divert to ZZZ. QRH procedure accomplished - smell significantly reduced. 15 minutes prior to landing 2 of 3 flight attendants report having headaches. Priority handling was requested; normal approach and landing accomplished. Paramedics met aircraft; attend to flight attendants. No passenger complaints about health or any request for medical assistance. [Aircraft Maintenance Log] entry made for repeat item of a 'Fuel or Hydraulic smell in aft lavatory and aft cabin.'




Synopsis: A320 Captain reported Flight Attendant notification of fuel fumes predominately in the aft galley. Cabin crew reported health issues in the form of headaches.
Date: 201210
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ORD
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing we exited the runway at T6 and Ground Control who cleared us T/A10/B to the gate. Taxiing on ''T'' and approaching the high-speed Intersection T9; I glanced right and noticed an RJ on the runway at a very high speed; he turned and exited T9 without any hesitation with respect to the fact their aircraft was in a limited visibility area with respect to our aircraft. (Almost behind us; to the right) getting the attention of my Captain who applied the brakes abruptly as the RJ was exiting at T9 in front of us. My Captain continued to apply brakes; giving the needed spacing for the RJ. The wingtip of the RJ passed in front of our nose by about 30-40 FT. It was then that Ground Control told us to give way to the RJ.If it hadn't been for our situational awareness there could have been a taxiway incursion. There was no hotspot listed for the T9 Intersection on the airport page. I feel the RJ landed long purposely to put them in a position in front of us for the gates. He followed us on final and we heard no intentions or coordination with Tower for his long landing. The RJ Captain did not use good judgment in controlling his aircraft safely with respect to ours. The RJ flight crew contacted Ground Control long after they were already barreling down Taxiway Bravo. Both the Captain and I were appalled by his unsafe maneuver. We asked Ground Control for his flight number; which they provided. A comment was made on Ground Control frequency 'that's what you get for taxing slow' as their jet was turning into our mutual gate alleyway.




Synopsis: After landing on Runway 14R at ORD and exiting at T6 to T the flight crew of a B737 was alarmed when a CRJ landing long on the same runway exited at high speed on T9 cutting in front of them and forcing them to brake abruptly.
Date: 201501
Local time of day: 1201-1800
Location: BRL.Airport, IA
Flight conditions: VMC
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
ATC / advisory: CTAF BRL
Second aircraft: Caravan Undifferentiated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Inbound to BRL at approx. 15 miles canceled IFR. At 10 miles I broadcast a general advisory to CTAF as inbound to BRL to land. At 5 miles I broadcast intention to enter left traffic for RWY 18. One aircraft responded maneuvering south of the field; a second aircraft announced departing RWY 18; I called the departing pilot for direction of flight leaving the airport and he responded south southeast. I again reported my position.I held altitude waiting for visual contact with departing aircraft my TRFC advisory system began to call traffic 10 o'clock then 11 then 12 as it turned out he was under my nose and completely out of my view before I could determine what evasive action to take the Cessna passed directly in front of me less than 200 feet in a climbing left turn. I asked the Cessna pilot if he saw me to which he said yes when I queried further he responded 'runway 18 is right hand traffic' as though that was a good reason for him to continue towards me.




Synopsis: BE58 pilot reported an NMAC with a Cessna at BRL.
Date: 201902
Local time of day: 1201-1800
Location: ORD.Airport, IL
Aircraft: EMB ERJ 170/175 ER/LR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Second reporter function: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were performing a takeoff on Runway 22L in ORD. At the same time; a heavy aircraft was performing a takeoff on Runway 28R. During our takeoff roll; the jet blast from the departing aircraft on 28R caused some of our takeoff guidance to drop and we received FD Lateral and FD Vertical Mode Off messages on our EICAS. By the time we had identified and canceled the messages and made a decision; we were already over 100 knots indicated and made the decision to continue the takeoff and select the appropriate lateral and vertical modes once airborne. The rest of the flight continued uneventfully.


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


Synopsis: E175 flight crew reported jet blast from another aircraft on the takeoff roll caused loss of the flight director vertical and lateral modes.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Lancair IV/IVP
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Electrical fire smoke in cockpit from malfunctioning electrical equipment. Radio communication was temporarily lost due to power outage in plane. I turned off non-essential electrical; ventilated cockpit; and was able to re-establish radio contact with Departure frequency. At that time I declared emergency due to smoke in cockpit. They cleared me to land. I was able to make [a] successful landing and the electrical issues were contained by turning off power.




Synopsis: LNC IV pilot declared an emergency and landed after noting smoke in the cockpit from malfunctioning electrical equipment.
Date: 201202
Local time of day: 1201-1800
Location: BRO.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Dusk
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D BRO
ATC / advisory: Tower BRO
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Workload; Time Pressure; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: We were assigned LOC/BC 31L due to reported hazy conditions at BRO. Approach Control cleared us for the approach and Tower cleared us to land. On short final the Tower called traffic on the right downwind for Runway 35. We looked for the traffic but did not see it and told the Tower that we did not have the traffic in sight. At 200 FT the Tower asked if we had the traffic in sight. At the same time we received a TCAS TA. Using the TCAS display for reference; I visually acquired the downwind traffic directly overhead (0 mile lateral separation) with 400 FT vertical separation. I told the Tower that traffic was in sight and the First Officer continued the landing. There would not have been enough vertical separation for us to safely execute a go around.




Synopsis: An Air Carrier Captain reported a near miss on BRO Runway 31L short final with another aircraft on a visual approach to Runway 35 after the crew had previously reported that aircraft not in sight and ATC failed update the traffic's position.
Date: 201308
Local time of day: 0601-1200
Location: SNL.Airport, OK
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class E SNL
ATC / advisory: CTAF SNL
Second aircraft: Challenger Jet Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion; Training / Qualification
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Our C150 training flight announced a 1/2 mile right base to final for SNL Runway 17. Another aircraft identified itself as 'flight check Challenger on 5 mile final.' The flight check aircraft then proceeded to announce 'this isn't going to work.' Our aircraft asked 'will you be going around then?' A comment was made to the effect of 'this will be the last one.' Flight check aircraft then proceeded to fly under our aircraft [between our C150 on final and the runway.] Upon seeing the aircraft appear underneath our flight while on final we asked 'flight check; did you see us as you flew under us on final?' Flight check responded 'yes; we saw you.' Our aircraft went around and landed uneventfully. The 'flight check Challenger' departed the area to the west. At no time did our C150 training flight do anything other than enter and fly the VFR traffic patter per the FAR/AIM and A/FD.




Synopsis: A breakdown in communication between a straight in Challenger and a base leg C150 at a non-towered airport resulted in a close encounter on final.
Date: 201911
Local time of day: 1201-1800
Location: VNY.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: TRACON SCT; Tower VNY
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Upon receiving my frequency change handoff from ZZZ Tower; having just taken off from there; I tuned to Pt. Mugu on 124.70 to request flight following to VNY at 3;500 feet. They responded that they were too busy to safely accommodate the request. Understanding what that implied to the busyness of the airspace around me; I proceeded with the flight; maintaining an extra vigilant scan of the sky outside; and monitoring 124.7 and then SoCal on 134.2 as appropriate; while cruising at an altitude of 3;500 feet. Roughly 13 nm from VNY; over Simi Valley; following the 118 freeway towards VNY; I saw Aircraft Y passing directly in front of my plane from the left side of my windshield to the right in what appeared to be a climbing 180 turn to the east. With a high closure rate we were ultimately under 50 feet apart. I brought my power back to idle and made a descending turn to the left with a bank of over 50 degrees. Even so it seemed like we would still impact. With our separation at that point being under 10 feet. No contact was made; and upon rolling back to straight and level flight I could see Aircraft Y flying in straight and level flight as well; a few hundred feet above me and now with about half a mile of separation and furthering. No one came on frequency (134.2) to report this; that I observed; and after a few minutes I proceeded to switch over to VNY and call Tower to report that I was inbound for landing. My interpretation of the facts stated above is that Aircraft Y was not on 134.2; or on any kind of flight following/plan; was engaging in either a training maneuver or evasive maneuver to avoid collision; though not adhering to the idea that two aircrafts in threat of colliding shall each turn to the right; and were at the wrong altitude for their originally westbound heading prior to turning 180 degrees to the East. No strobes; nav or landing lights could be observed on Aircraft Y post near miss. It appeared that there were two people aboard Aircraft Y.




Synopsis: GA pilot reported an NMAC at VNY airport.
Date: 202005
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Aircraft component: Fuel Storage System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Maintenance
When detected: Other Aircraft in Storage
Result: General Maintenance Action
Contributing factors: Chart Or Publication; Company Policy; Aircraft; Human Factors; Procedure
Primary problem: Chart Or Publication

Narrative: This task card instructs to drain water out of the fuel tanks. Stored aircraft fuel tanks have been treated with the hazardous chemical Biobor JL. There is no caution or warning in the document making the technician aware that precautions need to be taken. The fuel that is removed from the tank has to be disposed of in a particular way. There is no caution or warning for that either.Include cautions in the step for PPE (Personnel Protective Equipment) requirements and disposal of treated fuel. Include requirements in document header under tooling and under references to any applicable maintenance documents.




Synopsis: Technician reported that Work Cards associated with the use of Biobor JL in aircraft fuel tanks during storage are missing critical information and should be revised.