elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 1201-1800
Location: FTW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground FTW
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing on runway 34 I exited right on Taxiway Charlie. I cleared the runway hold short line while contacting ground control and continued rolling toward Taxiway Alpha (The taxiway parallel to runway 34). I heard the controller tell an aircraft to stop (or something like that) and at that point I saw a low-wing single engine aircraft swerve to the left while southbound on taxiway Alpha in order to give his aircraft and mine a wider separation margin. The controller told that pilot that she had expected me to stop after exiting the runway. At this point I was stopped and after being cleared to my destination on the field I explained that I was just trying to get clear of the runway. There was approximately 100 feet of distance between the runway hold short line and the edge of taxiway alpha so I should have had plenty of distance between myself and that taxiway. I just didn't see the other aircraft and should have stopped sooner. I called the controller on the phone and discussed it.




Synopsis: C152 pilot reported another aircraft had to take evasive action to avoid a collision with his aircraft on the ground at FTW.
Date: 201904
Local time of day: 0001-0600
Location: PAO.Tower, CA
Aircraft: Helicopter
Flight phase: Cruise
Airspace: Class B SFO
ATC / advisory: Tower PAO
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While working local control I observed a phantom target approximately 1NM west of Palo Alto airport moving west bound at 005 indicated. The target had a discreet code; but was not tagged up. I then observed Aircraft X in the San Francisco Class B airspace on an opposite heading approximately 15NM apart. This type phantom target is a repeating problem that is regularly observed. I was able to use the track printout feature on the phantom target to try and document the occurrence for further evaluation. There appears to be some issue with the automation that causes phantom targets of low level aircraft in the San Francisco Class B airspace to appear as a phantom around Palo Alto. Further scrutiny of the software is needed to identify and resolve the issue. Permission granted to share this report and any automation data associated with this report.




Synopsis: Palo Alto Tower Controller reported phantom target issue.
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Fan Reverser
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; MEL; Procedure
Primary problem: Aircraft

Narrative: Company Maintenance Control was contacted by ZZZ Line Maintenance; stating #2 Engine Thrust Reverser outboard reverser actuator return line was leaking. They were instructed to [decommission] the Reverser per MEL 78-31-00 and; if need be; to keep fluid from draining onto the engine; to cap the fitting at the firewall. ETOPS aircraft.




Synopsis: A Maintenance Controller reports that he instructed Line Maintenance personnel at Station ZZZ to decommission the #2 Engine Thrust Reverser per MEL 78-31 on a B757-200 ETOPS aircraft by capping the hydraulic actuator return line fitting at the engine firewall.
Date: 201507
Local time of day: 0601-1200
Location: SGU.Airport, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E SGU
ATC / advisory: CTAF SGU
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Airport; Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: After run-up; I requested 'St George traffic; how do you read me.' No response heard. I stated intentions for immediate takeoff and intended route of flight to the east of airport for maneuvering. After clearing for incoming traffic; I proceeded onto Runway 19 and initiated an immediate departure. No other aircraft were in the pattern at the time. At lift off (about 450 ft. down runway) Pilot noticed large aircraft landing lights at far end of Runway 01 (approximately 8;500 ft. away) and made an immediate turn to left at about 300 ft. altitude and 600 ft. east of runway then proceeded south along Runway 19/01 gaining altitude at about 1;000 ft. per minute. Communications were established with aircraft located near the opposite end of runway. The large aircraft then proceeded to the next taxiway and returned to the run-up area to reinitiate its normal departure procedure. Communications were maintained between both aircraft after my departure. This does not mean that the large aircraft did not communicate its intention; but rather that the departing air craft did not receive the communication.Moral of story: Pilot of small aircraft should look both ways before taking the 'active runway' especially in no wind conditions at non-towered airports.




Synopsis: A solo pilot made his CTAF communications before departing SGU then after takeoff noticed a large aircraft taxiing off the far end of the runway. He had not heard a response from that aircraft which apparently did not hear him either.
Date: 202012
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Global 5000 (Bombardier)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Autoflight System
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at FL410 there was an uncommanded disconnect of the Automatic Flight Control System (AFCS). Loss of Autopilot (AP); Yaw Dampener (YD); and Auto Throttles (AT). Dutch Roll developed becoming divergent. Attempts were made to reengage the YD. Switching AFCS channels initially unsuccessful. As the Dutch Roll was increasing in amplitude; continued manual flight was proving difficult. Crew elected to initiate immediate descent to FL370 and inform ATC. AFCS restored as aircraft descended out of FL410. Descent continued to FL370. Operations normal; QRH consulted - continued flight on one remaining AFCS channel.




Synopsis: Global 5000 (Bombardier) Captain reported a malfunction of the Automatic Flight Control System; which resulted in uncontrollable Dutch Roll until arriving at a lower altitude.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class D ZZZ; Class E ZZZ1
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
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)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On descent into ZZZ; I was the pilot monitoring; on the way we were cleared from 17;000 ft to 5;300 ft to commence our approach into ZZZ. Leaving 16;000 the plane experienced a loss of oil pressure in our #2 engine. After taking a few moments to assess the situation I had confirmed the warning message with the supporting oil pressure gauge on ED1 as it read 7 psi. From there I handed the radios over to the Captain as I proceeded to the appropriate QRH procedure for R ENG OIL PRESS. Following the steps of this procedure very carefully; I was led to shut down our #2 engine in flight through the In-flight engine shut down procedure. After which I then completed the single engine approach and landing procedure. During this time the Captain; flew and maintained control of the aircraft; alerted ATC; as well as alerting the flight attendant of the situation. We landed safely in ZZZ where we were cleared by ARFF and taxied to the gate.




Synopsis: Air carrier First Officer reported inflight engine shutdown on descent due to loss of oil pressure.
Date: 201809
Local time of day: 1201-1800
Location: HND.Airport, NV
Flight conditions: VMC
Weather elements / visibility: Turbulence; 5
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Landing
Airspace: Class D HND
ATC / advisory: Tower HND
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While entering the downwind pattern leg for landing at HND; cockpit workload increased dramatically and while focused on traffic and airspace the aircraft slipped below pattern altitude. The Tower Controller notified me of the lower than acceptable altitude so I pulled up; gained altitude and continued on downwind.




Synopsis: C182 pilot reported flying below traffic pattern altitude on downwind.
Date: 201602
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Seatbelt
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Confusion; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While working on aircraft cabin items at one of my assigned gates; there was a call out requesting maintenance at another aircraft at another gate for an undetermined amount of life vest pouch replacements. Work at the current aircraft was finished and we quickly headed to the shop to pick up supplies for the life vest pouch call out. As I arrived at the gate and tried to enter the aircraft; the door way was blocked by a person with their back to me. This person appeared to be talking with flight attendants standing in the front galley. As I tried to pass by to get to the cockpit and talk with the captain about the life vest pouch write ups; the person in the door way turned their head and saw that I was maintenance and said; 'Oh let me ask maintenance'. I then saw that the person had one of the forward flight attendant seats shoulder harness belts pulled out in their hand and ask if I knew what the limits were on frayed belts. I replied I did not know the exact limits and that I would have to go and look them up in the maintenance manual. Then looking at the belt and seeing that it was not frayed and feeling that it was clearly serviceable and only had a short span of slight edge fusing I removed the fusing with a quick pass of a cigarette lighter and then continued to the cockpit to talk with the captain about the write ups.I believe with whole heart the cause of this event is that while trying to maintain an on time performance I did not think and take the time to go and look up the limits for the belts that looked to me to be in limits and I used the lighter to remove the slight fusing from the belt edge that were later found to be within limits per the [manual].Had I taken the time to look up the [manual] limits once the question was asked; the belt would have been shown to be within limits and the fusing would have been left alone.




Synopsis: Performed unnecessary maintenance on a Flight Attendants shoulder harness that was serviceable.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Cessna 152
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was training a student in the pattern at ZZZ in Aircraft X. During our 3rd circuit; soon after leveling off and turning left downwind for runway ZZ at 1;000 feet AGL; an airplane; Aircraft Y; suddenly appeared in front of us; from below; no more than 300 feet in front at the same altitude. This airplane I had heard cleared for takeoff after we had completed our most recent touch-and-go. I immediately took control of the airplane from my student; slowed down and notified tower that an airplane was directly ahead of us a few hundred feet away. Tower notified Aircraft Y that they had turned crosswind too early and to make a right 360; to which they complied. We completed our circuit with a touch-and-go and departed the pattern to the south. As we were departing; I overheard what I assume was an instructor in Aircraft Y notify tower that they'd be exiting the airplane and that a first time solo student would be taking back off.




Synopsis: C152 instructor reported a NMAC on downwind.
Date: 201409
Local time of day: 0601-1200
Location: DAL.Airport, TX
Flight conditions: IMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: PA-30 Twin Comanche
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B DAL
ATC / advisory: TRACON D10
Aircraft component: Tablet
Component problem: Design
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Distraction; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Equipment Problem Dissipated; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Procedure; Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: On left down wind in IMC at 3000' to land at DAL. Advised runway would be 13L. Using iPAD; I was trying to find chart for 13L while being given rapid succession instructions by a very fast-talking controller. I was having trouble locating the ILS 13L chart from a long list on the iPAD while executing rapid-succession instructions and responding. Later; I counted 18 approaches in the list. When I did not get lined up on the localizer; controller instructed me to break off approach and climb to 3000'. I did not do so quickly enough to satisfy the controller.Second approach was made with a different controller who spoke slowly enough for me to understand and follow each instruction. By then I had opened the chart for ILS 13L on the iPAD and completed the approach and landing with no problem.As an aside; the next morning in preparing to leave; the person who was giving me my clearance appeared to be the first controller from the previous day. Again; she spoke so fast that in the dark I could not write the clearance as fast as she was speaking. It took 3 attempts.New SIDs; STARs and approaches had been put into effect for the whole Dallas-Ft Worth region just a few hours prior.




Synopsis: A Twin Comanche pilot became task saturated during an IMC arrival to DAL and was directed to go-around by ATC when he failed to capture the 13L localizer as cleared. Heavy radio traffic; a fast talking controller and difficulty accessing the correct approach page from his electronic tablet were cited as contributing factors.
Date: 201207
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach; noticed aircraft was hard to slow down when flaps selected to 1 and then 5; slowing to 180 KTS. Noticed the stall indication (red zipper) slowly come up 10-15 KTS below our airspeed around currently 190 KTS. [I] noticed that the flap indication showed flaps at zero. I believe the flaps were at zero; however; we never received an EICAS indication of a flap failure. We advised Approach and were vectored north to deal with problem. Due to low fuel (7.3) and without an actual EICAS indication; the Captain decided to do a flap zero landing and ran an All Flaps and Slats Up Landing even though the checklist advised to only run with a LE or TE Slat/Flap Asymmetry EICAS indication. Vectored to longest runway available; transferred controls and the Captain landed without incident. Also checked brake cooling chart after the 'After Landing Checklist'. Maintenance should look into why no EICAS indication was given when flaps did not extend. Maintenance close out found that '#1 FSEU with no power'. Could have [turned] into a stall at low altitude very easily had we not noticed the zero indication.




Synopsis: B757-200 First Officer reported loss of leading and trailing edge flaps on approach with no EICAS alert. Flight made a safe zero-flap landing.
Date: 201512
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Weather elements / visibility: Thunderstorm; Turbulence; Windshear; 5
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather
Primary problem: Weather

Narrative: Flight had to hold a short period due to thunderstorms near the area. Released from holding after three other arrivals were issued STARS. Got vectored for an ILS. On approach experienced a 50 knot tailwind which made the approach unstable so we went around.Got ATC vector for a different runway where Approach Control had two other aircraft approaching. All three of us went around because of impending wind shear. Now getting near min fuel so we diverted to a nearby airport and got vectored for an ILS. Tower advised us of a headwind. We had a strong headwind on final until 200 feet AGL. I looked at my primary flight display and noticed a quartering tailwind at 16 knots. We landed uneventfully; but suspected we were approximately 2 to 4 knots over our tailwind limitation.


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


Synopsis: Due to adverse winds on approach; flight executed a go around. Due to low fuel amounts then diverted to another airport.