elihoole/asrs-aviation-reports huggingface dataset:
Date: 202110
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 15
Aircraft: Aeronca Champion
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Airspace: Class E ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Other Glider
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Procedure

Narrative: My airplane got away from me and struck a parked vehicle. My airplane has no electrical system; hence; it requires to be propped by hand in order to start the engine. After several attempts to start the engine; the engine would die before I could get to the throttle control in the cockpit. I finally cracked the throttle and pulled the prop through with the switch off several times in order to raise the fuel vapors up to the cylinders. I then went back to the cockpit to turn the switch on. Then I went back to the prop to pull it through. The engine immediately started at a higher than normal RPM and the airplane began moving forward rapidly. I ran around the wing struts to get in the cockpit; but the door latch stuck and I couldn't reach the throttle. I then held on to the wing strut healed back as hard as I could so the airplane would go in circles instead of straight ahead until someone could come to help. However; the airplane was too heavy and after several circles I couldn't hold it any longer. The airplane then impacted the parked car.




Synopsis: GA pilot reported losing control of aircraft when attempting to hand crank the engine for start. The aircraft struck a stationary vehicle; damaging the aircraft.
Date: 202101
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Troubleshooting; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Gate Agent / CSR
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: A person came to work and his wife had COVID. He was among several of coworkers in a Kiosk. I went with co-worker Y to Manager's office and explained the situation because we were in the Kiosk with him. We asked if the Kiosk could be cleaned right away before anyone else entered. She said she sent the Supervisor to wipe things down and that the cleaning service would clean/spray it tonight. Co-worker Y said the Supervisor did not wipe it down. This is a potential risk of spreading COVID to many people at work and their families. I gave co-worker Y my own personal can of LYSOL spray to use in the KIOSK.




Synopsis: Customer service representative reported that a kiosk was used by an employee whose wife had COVID. Reporter was advised the kiosk was cleaned; but another employee stated the kiosk was never cleaned.
Date: 201604
Local time of day: 1801-2400
Location: SFO.Tower, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B SFO
ATC / advisory: Tower SFO
Aircraft component: Other Documentation
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While flying northbound along 101; after passing KSFO; KSFO tower (I'm pretty sure this happened before being handed off the NORCAL) instructed me to turn left and remain south of Sutro tower to avoid a TFR [sporting event]. Before starting the flight I called 1-800-WXBRIEF for a standard briefing and specifically asked about TFRs for this route of flight at the time it was flown. The briefer explicitly told me there were going to be no [sporting] TFRs. So; then I was surprised when the controller told me to avoid a TFR that Flight Service didn't know about. There was only about two hours difference between the time of the briefing and the time of my flight so I find it hard to believe that this was a surprise pop-up TFR. After all; the schedule is known well in advance to the rest of the United States; why doesn't Flight Service know about it? It seems I would get more authoritative TFR information by checking the Giants schedule online rather than calling Flight Service.Clearly there is something broken in the dissemination of TFRs to Flight Service. This is a problem that should be easily fixed. There is no excuse for this to happen.




Synopsis: The solo pilot was surprised to be advised in-flight that an sporting event TFR was in place around the ballpark when his weather briefer had been specifically stated that no TFR was planned during the flight briefing two hours prior.
Date: 201707
Local time of day: 0601-1200
Location: MSP.Tower, MN
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower MSP
Second aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Distraction
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X was slow to roll off of Runway 30L with traffic landing on Runway 35 approaching the box on the converging runway. I issued a without delay departure to Aircraft X; but they were still slow to roll as Aircraft Y approached the box.When we have a departure bank we should not be landing on Runway 35. There are appropriate times to land Runway 35 but not when the tower has departures.




Synopsis: MSP Tower Controller reported an unsafe situation with a departure rolling slowly and an arrival on a converging runway.
Date: 201511
Local time of day: 1201-1800
Location: RST.Airport, MN
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D RST
ATC / advisory: Tower RST
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We were cleared for the visual 20 about 10 miles out. I entered downwind at 3000 ft at flaps 20 at 180 knots. We had a crosswind at 52 knots pushing us out a little bit. I turned base around four miles out. I thought I was a little far out so I delayed adding more drag gear or flaps. But I did set in 2000 Ft in the altitude alerted. As I descended down I just forgot the field elevation was over 1300 ft. I noticed we were getting low passing 1100 ft so I stopped the descent which was at 940 ft. I immediately climbed back to 1200 ft and configured the aircraft for landing gear down flaps 30. Then flaps 45. We were still 4-5miles out turning final and established for landing at 1000 ft so there was no need for a go around. The aircraft was only below a 1000 ft for no more then 20-30 seconds; if that. I noticed the altitude getting low and corrected immediately. I was not thinking of field elevation when I set 2000 Ft in the altitude alerted. First Officer was the pilot monitoring and was looking for the obstacle that was out about 5 miles ahead of us.


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


Synopsis: Flight crew flying visual approach into RST went below 1000 feet AGL about 5 miles out. They corrected back to profile and completed a normal landing.
Date: 201506
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA
Result: Flight Crew Took Evasive Action

Narrative: In this opportunity let me submit the following report to inform about the event TCAS/RA from the Flight into DEN. On our approach to Denver's airport we were given radar vectors from the right to land at runway 16R; everything was going as usual; on the last Vectors to intercept final approach  the controller asked us if we had the field insight to complete visual (we were completely on a visual condition) to runway 36R so we answer YES could make a VMC approach to runway 36R; she also told us that simultaneously approaches where in progress to runway 16L and she ask us if we had a Boeing 737 in sight (to our left) with the traffic being  100% insight we gave the controller the traffic insight. We intercept final and suddenly the TRAFFIC  alert system detected the other airplane so IT gave the Advisory TRAFFIC; TRAFFIC  like 3 or 4 seconds later gave the Resolution Advisory DESCEND; DESCEND I performed the maneuver by disconnecting the AP and descending to successfully perform the maneuver. I calculate approximately we were 1800 ft AGL and the maneuver lead us to lose about 400 ft until we heard the respective 'CLEAR OF CONFLICT 'of the airplane system; after that I just level the airplane to recover the flight path and landed with normal procedures. I would like to add to the report that all the time we has visual contact with the other traffic; what my logic takes me to; was that both systems sensed we were going to make the impact because of the proximity; time and speed of both aircraft but we were VMC all the time with the separation to the parallel runway. In conclusion they are still machines that's why they sense such events.




Synopsis: A320 crew received an RA while on a parallel approach. Uneventful landing completed after 'Clear of Conflict.'
Date: 201705
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Transponder
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I departed on an IFR flight. At approximately 300 - 400 feet AGL; the tower called and advised that they were not picking up my transponder. After several unsuccessful attempts at recycling the transponder; I tried to pull and reset the transponder breaker. At this point the entire electrical system failed and I lost all radio communication. I was approximately 12 miles west of the departure airport and turned around and headed back to the airport. I observed the green light gun signal from the tower and proceeded to a left downwind for runway 28L. Upon turning base; I attempted to lower the flaps with no success; as they are electrically operated. On short final; I realized I would not be able to stop the airplane and executed a go-around. I again picked up a left downwind for runway 28L and extended the downwind to give myself more time to slow the airplane and use a more shallow descent. Upon touching down; I exerted maximum braking pressure to try and bring the airplane to a stop before reaching the runway end. The wheels locked and the plane began to skid so I released pressure to get the wheels rolling again and not lose directional control. The wheels kept locking up intermittently and as I approached the runway end; it was apparent that I would not be able to stop before reaching the end. I swerved to the right to try and avoid the runway end lights but hit one of them with the right main landing gear strut. The airplane came to a stop in the grass approximately 30 yards past the runway end. Minor damage to the right landing gear strut aluminum cover but no damage to the strut itself.




Synopsis: A general aviation pilot reported a transponder problem that led into a complete electrical failure that resulted in a no flap; no radio return to the departure airport.
Date: 201710
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; General Flight Cancelled / Delayed
Contributing factors: Airspace Structure; Company Policy; Procedure
Primary problem: Airspace Structure

Narrative: Aircraft X and Aircraft Y were paired almost exactly side by side for the right and left runways. There was a heavy B777 that had preceded both to the left runway; with a southwest wind. Aircraft X announced they were 'on the go.' I gave standard missed approach instructions; heading 280 and 3;000 feet. Once they had read back and were climbing; I inquired if it was for a TCAS RA for the parallel traffic; since it could have easily been for wake turbulence. They keyed up with some sort of mechanical voice I am not familiar with in the background and said yes; it was a TCAS RA.After coordinating with TRACON for the go around; I resumed working traffic. I eventually called over to the ramp where company of Aircraft Y parks and asked the Ramp Controller to confirm a coordinated TCAS occurred with Aircraft Y. Aircraft Y pilot said they did not have an RA. I guess if one (below) is in TA mode; the one on top could still get the RA and climb. I do not have a suggestion; as I am not certain myself or any other controller fully understands how the TCAS beast exists in our National Airspace System (NAS).




Synopsis: A Tower Controller reported an aircraft initiated a go-around due to a TCAS/RA it received for parallel runway traffic that it had in sight.
Date: 201410
Local time of day: 0601-1200
Location: MGGT.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON MGGT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: In the terminal area of MGGT; we were told that we were number three for the approach and that we were to hold at AUR VOR and to expect three turns in holding. After the second turn of the hold; approach told us to slow to minimum approach speed and exit hold cleared for the ILS Y 02. The weather over the airport was clear (we could look down and see the airport) but there were numerous clouds during the teardrop approach and we were mostly IMC. There was a flight ahead of us doing the ILS Z 02 approach. We were aware of their position on TCAS but couldn't really see where they were on the approach without a depiction of their teardrop on the Nav display.  We were at max landing weight and had the airplane configured and slowed as much as possible. As we approached the turn fix out on the AUR 220; it was becoming clear we were going to have a conflict; and soon had a TCAS RA as we began a turn to intercept. We followed the TCAS guidance and immediately  had a clear of conflict. We contacted ATC and were talking to a new controller; and requested a climb and turn to avoid the terrain ahead. They gave us a climbing left turn and radar vectored us for another approach. I think we had an inexperienced ATC controller as he was replaced by someone else as we complied with the TCAS RA guidance. This was a potentially bad scenario. Being cleared for an approach and having another aircraft on the opposite ILS tear drop approach. We were boxed in with not too many ways to get out; with high terrain in all quadrants but especially in the sector we were in. A missed approach can happen anywhere during the approach; not just at minimums.




Synopsis: Air carrier Captain reports being cleared for the ILS Y Rwy 02 from AUR just after another carrier is cleared for the ILS Z 02 at MGGT. This results in the reporter turning from the southwest to intercept the localizer while the other aircraft is turning from the south to intercept the same localizer. A TCAS RA results and the Captain climbs in compliance with the RA and is vectored for another approach by a different Controller.
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Physiological - Other; Time Pressure
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: Taxi
Result: Flight Crew Returned To Gate; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight attendants reported strong fumes in the rear of the airplane that were making both the crew and passengers sick. Symptoms included: sore throat; headache; and chest pain. They requested medical assistance meet the plane. The Captain declared an emergency with my support in case an evacuation would become necessary and to expedite our taxi to the gate.




Synopsis: During taxi for takeoff the B757 Captain declared an emergency and returned to the gate after the aft cabin developed strong fumes making passengers and flight attendants ill.
Date: 201906
Local time of day: 1201-1800
Location: SAN.Airport, CA
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class B SAN
ATC / advisory: TRACON SCT
Second aircraft: A319
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Wake turbulence encounter while on RNAV Y Runway 27 approach to SAN. We were approximately 4 miles from FAF (Final Approach Fix) at about 3000 ft when the aircraft rolled violently to the left beyond 60 degrees. The PF (Pilot Flying) applied full right aileron and pulled up to get out of the wake vortices's. I notified ATC (SoCal Approach) and asked if there was an aircraft ahead of us. They said there was an Airbus. After landing I called SoCal approach to get more information. The Supervisor looked at the radar data and told me that we were 5 miles in trail of an Airbus A319 and this met their separation requirements. I asked him about our flight path and he said there was no noticeable course or altitude deviation on the radar. I told him that had we been informed that there was an A319 ahead of us we would have adjusted our flight path to stay above the wake. Evidently ATC is not required to do that. Fortunately we had no passengers and no one was injured.At the time of the incident radio communications was very quiet so ATC did not seem to be dealing with a heavy workload and I feel they would have had time to tell us of the traffic ahead. While ATC may not be required to give a wake turbulence warning I feel that there are enough variables and unknowns about this phenomenon that flight crews need as much information as possible to insure safety.




Synopsis: CE-560XLS Captain reported encountering wake turbulence on arrival into SAN 5 miles in trail of an A319 that resulted in a 'violent' roll.