elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine Oil Seals
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Physiological - Other; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after departure on the climb out we noticed an odd smell followed shortly by the presence of smoke/vapor. The Flight Attendant also called with the same in the cabin. We [requested a] return the departure airport. On the way back we ran the cabin smoke QRH and the lavatory fire QRH since it also went off. [We] had the Flight Attendant check for any indications of the source but found none. The smell seemed to start after we switched to engine bleeds so we started the APU and switched to APU bleed air and the smoke/vapor started to dissipate. After landing we had the ground crew check for any external indications but they found none. With the smoke/vapor dissipating; we taxied to the gate and deplaned.The odor did not smell like smoke but a semi sweet toxic smell that is hard to describe. The smoke/vapor never got thick to where it impaired vision.


Second narrative: We had a hard time communicating with the O2 masks on due to a possible malfunction with the microphone in one of the observer masks.


Synopsis: Crew noticed an odd smell followed by smoke/vapor in the cockpit. They donned their oxygen masks and returned to the departure airport. The smoke dissipated when they switched to APU bleed.
Date: 201708
Local time of day: 0601-1200
Location: ONT.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 20
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Cessna Twin Piston Undifferentiated or Other Model
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
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: Descending on the SETER4 arrival into ONT; we were given a vector direct PETIS from about BANDS. Shortly after making the turn to direct PETIS we were informed by SoCal that there was a target on the screen with no altitude or type and was not talking to them and he gave us a more westerly heading to avoid the traffic. About a minute or so on the westerly heading he had informed us that the primary target popped up on radar at which time I started looking outside and looking at our TCAS to see if there were any information. Nothing was showing on the TCAS and I saw the airplane in a turn from west to north wing up and level off northward. Both the [Second Officer] and I called out the traffic to the captain and he said that he had the traffic. My first instinct was to fly behind the airplane and keep him in my sight and to keep us separated. The captain then turned to the right bringing us to a parallel or less flight path at the same altitude. It appeared to me that the Cessna was conducting flight training maneuvers. The captain then leveled off the airplane and the Cessna was at our twelve o'clock and closing fast. The [Second Officer] and I started telling the captain to take action and he was not making any correction to avoid the traffic. Both of us had to tell the captain to descend immediately and I was reading myself to take control of the aircraft and the captain did start a slow and steady descent and the I watched the Cessna passing us going northward clearing us approximately 50 feet above us and about 250-300 feet off the right wing. I informed ATC that we had cleared the conflicting aircraft and gave the type; unable to make out the tail number we continued the approach to landing at ONT.




Synopsis: Air Carrier First Officer reported an NMAC during arrival to ONT; and the flying Captain failed to make a timely turn to avoid VFR traffic.
Date: 201605
Local time of day: 0001-0600
Location: PSP.Airport, CA
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D PSP
ATC / advisory: Tower PSP
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery; Ground; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X; a local pilot was returning from a 15 minute local flight. I cleared them to land and the instructor said 'going around' abeam the numbers. I instructed them to make left closed traffic. Aircraft X was executing the left crosswind turn when I heard them say something garbled. I asked them to say again and I heard 'lost our engine coming back'. I cannot recall if I recleared them to land; but did ask if they needed assistance. I then reached for the crash phone. Aircraft X was able to land on the remaining length of runway and stopped just short of the end of the runway. Airport Rescue and Fire Fighting (ARFF) units and Operations were dispatched and I maintained radio communications with the pilot; who stated they were not hurt. I notified TRACON; the airport; and later my Air Traffic Manager. At the time I was alone in the Tower working all positions combined. Traffic was light; but I recalled another controller back from break to assist me while I finished the proper paperwork.It is not unusual to be working alone at this time since there are only 2 controllers left and we need breaks. I have a personal connection to this particular pilot and wanted to be sure they were okay; which is why I reached for the crash phone first; and cannot be sure I re-cleared them to land. Additionally; I would like to suggest a more streamlined; facility specific checklist for incidents.  The paper checklist is very convoluted with lots of form numbers etc. My main priority was to get the ARFF dispatched; notify the Operations and worry about the pilot and aircraft; then get to the checklist and paperwork.




Synopsis: PSP Tower Controller reported an aircraft in a traffic pattern that lost their engine and potentially landed without a clearance.
Date: 201807
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: Tower ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During approach; I was acting as the PF and SIC. At about 400 feet or so the elevator controls [felt] a little stiff. I used the electrical trim but there was no relief to the stiff feeling of the elevator control and the aircraft wanted to pitch up. I found myself using my full strength to bring the nose down but the aircraft continued with a high pitch attitude. I mentioned it to the Captain and we exchanged controls and he found himself also having to put full force forward to prevent the aircraft from pitching up. We did a go-around. We did a left downwind turn for [the] runway; during the turn the aircraft was not very controllable and the Captain attempted to use the backup trim but there was no forward pressure relief. The Captain had to use bank angles greater than 45 degrees to keep the nose down. We also found that the aircraft was more controllable with the flaps up; perhaps do to the downwash that initially gives a nose up moment with flaps extended; so we decided to leave the flaps retracted as we did not want to aggravate the situation. We performed a visual approach with no flaps. We did an expedited brief to cover the increase Vref speed with no flaps and the runway length. Upon touchdown we both got on the brakes and proceeded to taxi to the FBO without any further incident.


Second narrative: The First Officer was going above glideslope on short final. I advised [and got the response] 'it's not me; it's a control issue.' We transferred controls. I was unable to correct increasing pitch. Did my best to keep aircraft from stalling and tried to find out what was wrong. I first thought it was flaps; then trim; but it was all I could do to maintain flight.

Second callback: Reporter stated that FOQA data showed the aircraft was mis-trimmed excessively nose-up on the approach by the pilot flying.

Synopsis: EMB-505 flight crew reported executing a go-around after experiencing elevator control difficulties on approach.
Date: 201408
Local time of day: 0601-1200
Location: WSSS.Airport, FO
Flight conditions: Marginal
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
ATC / advisory: Tower WSSS
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On arrival to Changi Airport after listening to ATIS; we anticipated the ILS to Runway 20C since Runway 20R was closed. During our initial descent; Singapore Arrival told us that Runway 20R had opened and gave us vectors to intercept the localizer. With heading selected; I activated the secondary flight plan that had Runway 20R loaded. Since we were over 20 miles out; the pilot flying directed me to hard tune the localizer. Approximately 15 miles from touchdown; Approach directed us to change to Runway 20C as there was debris on Runway 20R. As we began an immediate left hand turn; I asked the PF if I could activate the secondary flight plan. He replied 'yes;' and I activated the secondary flight plan while communicating with ATC and verbalizing to the PF the new minimums and missed approach numbers for Runway 20C. During this time I failed to hard tune the LOC to Runway 20C; incorrectly assuming it would auto tune upon activating the secondary flight plan. The PF subsequently realized that the new localizer was not tuned; directing me to hard tune it. This delay led to overshooting final followed by a right turn to come back to intercept the now-correct localizer. The remaining approach and landing was uneventful. Incorrect prioritization; lack of specific communication; and failure to verify an FMS input all led to this event. When the runway was switched back to 20C; my first priority as PM should have been to hard-tune the new localizer first; then activate the secondary flight plan; and finally; once established on final; re-brief the minimums and missed approach numbers. Also; verifying the localizer identifier on the Nav display would have led to quicker recognition of the need to hard tune the new localizer; preventing an overshoot. Though a very challenging event; better communication between the PM and PF would have aided the situation. When the possibility exists to have a runway change in close; it is imperative to pre-brief the requisite steps and priorities required; especially in the case where auto tuning of the localizer will not occur after being previously hard-tuned. Also; this would be a good training scenario.




Synopsis: Air Carrier flight crew experiences two runway changes during approach to WSSS. After the second change the ILS frequency is not tuned in a timely manner resulting in an overshoot. A normal landing ensues.
Date: 202112
Local time of day: 1801-2400
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Second aircraft: A319
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Was vectored by ATC to follow in trail of an A319; 7 miles ahead. We were not notified of this. We encountered unexpected wake turbulence from aircraft ahead. Flight Attendant bumped head against aircraft fuselage. She notified her [superiors] and was instructed she could continue her duties and to monitor herself.[I would suggest] more spacing for following aircraft in clean configuration.




Synopsis: EMB-145 First Officer reported a flight attendant bumped her head during a wake turbulence encounter from the preceding A319.
Date: 201404
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing; Thunderstorm; Turbulence
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Window Ice/Rain System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
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 Issued New Clearance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On our descent at approximately 28;000 FT the pilot not flying saw smoke entering the cockpit from all visible vents and below the windshield. We immediately downed our 02 masks; smoke goggles and declared an emergency. ATC gave a clearance for an emergency descent to 12;000 which was initiated promptly. We were immediately given a vector to the west directly to the closest airport. The pilot not flying was running the QRH. I; the pilot flying; noticed the inside of the windshield appeared unusual prior to the visual smoke. Much of it was covered in frost. I have never seen a windshield appear like this so quickly. After the smoke; then I suggested it could be the windshield heat. The pilot not flying then deselected the windshield heat and the smoke subsided. We landed safely. I feel as if we worked well together as a crew. All the memory items were followed and checklists were run per the QRH! Unfortunately; this is the SECOND time I have experienced smoke in the EMB145.




Synopsis: EMB145 First Officer experiences smoke entering through the cockpit vents passing FL280 during descent. Oxygen masks are donned and the QRH complied with before diverting to an airport closer than the destination airport.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Beechcraft Twin Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: During climb out after second power reduction right engine lost power. During the immediate action drill on right engine left engine lost power. Regained power in left engine by full throttle and fuel booster pump on. Engine was surging. Same for right engine and for each fuel tank. With power reduction on final both engines lost power. Landed aircraft coasted to taxiway but initially could not get clear of runway. Was able to restart left engine and occasionally right engine with full throttle to get to ramp.

Callback: Reporter states that the aircraft had not been flown in a long time and that maintenance done on the fuel tanks in preparation for this flight had stirred up 50 years of contaminates that got into the carburetors.



Synopsis: Beech 45 pilot experiences power loss on both engines after takeoff; but is able to keep both engines running with full throttle until the field is made.
Date: 201505
Location: TUL.Airport, OK
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp; Vehicle Driver
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Ground Personnel
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When Aircraft (AC) was ready to leave.  I was the push back operator.  Crew cleared me to push and wing walker gave me the all clear signal.  Commenced push.  During the push and after traveling ten feet.  Noticed a white 4x4 pickup moving at a fast speed on a path to pass behind the AC.  By the time I noticed this. The truck was already in my path of push.  I had to let off the gas immediately causing a jolt to the AC.  I then explained to the crew what had just happened.  When the truck cleared we recommenced the push.




Synopsis: During aircraft pushback; the tug operator noticed a pickup truck about to pass behind the aircraft and stopped the pushback.
Date: 202004
Local time of day: 0001-0600
Location: MSP.Airport, MN
Flight conditions: VMC
Light: Night
Aircraft: ATR 42
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B MSP
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC Overrode Automation; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: While on 7-mile final for Runway 30L at MSP at 3000MSL/160 KIAS; the PITCH TRIM ASYM local alert and CCAS FLT CTL caution lights illuminated. The crew discontinued the approach and coordinated with ATC for extended vectors to run the appropriate checklists. Crew referenced QRC and QRH and accomplished PITCH TRIM ASYM and PITCH TRIM INOPERATIVE QRH checklists. Attempted one reset of popped POS IND circuit breaker unsuccessfully. Crew [requested priority] with ATC and flew an uneventful approach IAW (in accordance with) QRH guidance.Following debrief with Chief Pilot; it was relayed that the suggested course of action would have been to not attempt a reset of the trim indicator (POS IND) circuit breaker.Recommend emphasis in initial/recurrent training addressing circuit breaker guidance with respect to trim malfunctions.


Second narrative: While on a 7 mile final for Runway 30L at 3000 ft. msl and 160 KIAS; the PITCH TRIM ASYM local alert and CCAS FLT CTL caution lights illuminated. The crew discontinued the approach and coordinated for extended vectoring to run the appropriate checklists. Crew referenced QRC and QRH and accomplished PITCH TRIM FAIL and PITCH TRIM INOPERATIVE checklists. Attempted reset of popped POS IND circuit breaker unsuccessful. Crew [requested priority] with ATC and flew an uneventful approach IAW (in accordance with) QRH guidance landing.The pitch trim ASYM local alert and FLT CTL CCAS message occurred and autopilot disconnected.The pitch trim failed in clean configuration at 160 kts.A debrief from the Chief Pilot Included advice to not reset a circuit breaker for a flight control issue or a breaker in flight. After a debriefing by the Chief Pilot; I was reminded told of consequences of resetting a circuit breaker if not specifically addressed by the checklist. Recommend training addressing circuit breaker resetting during trim malfunctions


Synopsis: Flight Crew reported pitch trim system failure on final; requiring a go around.