elihoole/asrs-aviation-reports huggingface dataset:
Date: 202002
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class B HNL
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was sitting in the jumpseat located directly behind the Captain and First Officer's seats. The PF (Pilot Flying) was the First Officer. The PF (Pilot Flying) was on IOE. The Line Check Captain was the PM (Pilot Monitoring). Another First Officer was situated in the seats behind the main jumpseat.On departure; ATC asked if we had traffic in sight. From my seat; the jumpseat; I could not see this traffic. The Captain reported 'traffic in sight'. ATC then issued us a further climb at our discretion through 7;000 ft.; provided we maintained visual separation from that traffic. The PM read back the climb clearance. The autopilot was engaged. The PF and PM continued the climb on course. This triggered an RA; presumably with the aircraft we were told to maintain visual separation from. The RA required us to stop our climb immediately and descend. [Neither] the PF nor PM appeared to react immediately to the RA. The Check Airman did not take control of the aircraft. I do not recall hearing any communication between the PF and PM. The aircraft continued to climb. Seeing a lack of a response and not being able to see the traffic ourselves nor resolve the RA; the other First Officer and I (from the jumpseats) both repeatedly yelled out 'PUSH DOWN!' 'TURN OFF THE AUTOPILOT' and 'DESCEND!'. The PF somewhat [casually] turned off the autopilot; stopped the climb; and initiated a descent. I think we came within 300 ft. of vertical separation from the other aircraft. The PM reported the RA to ATC. The flight appeared to continue as normal from this point forward.




Synopsis: B767 First Officer in the cockpit jump seat reported an NMAC during climb.
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Magneto/Distributor
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had an uneventful pre-flight; run up and departure from ZZZ1 enroute to ZZZ2. Approximately 2 hours into the 3.5 hour flight; my left turbine inlet temperature spiked and while trying to diagnose the problem; I heard a grinding noise from the engine. I had just been switched from ZZZ Center to ZZZ1 [Center] and while reporting in; told them that I may [need priority handling]. They immediately located ZZZ airport 20nm at 12 o'clock so I immediately pulled power to 50% to try to preserve my engine. The grinding noise occurred one more time but I was able to land uneventfully under normal landing conditions. The mechanics have diagnosed a potential problem with the alternator and left magneto that could have caused the runaway temps and noises. The aircraft maintenance is being performed and will be certified before I fly it.




Synopsis: SR22 pilot reported engine malfunction in flight that resulted in a diversion and successful precautionary landing.
Date: 201205
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We received a call from one of our flights.  They told us that they had to shutdown the #1 engine due to low oil pressure and had declared an emergency.  They advised that they were planning to return to their departure airport and did not need any other services from us.  We received word from maintenance control a short time later that the crew was working on burning fuel off to prevent an overweight landing.  Crew advised after arrival that they had landed 20;000 kilos overweight.




Synopsis: A Dispatcher reported a B767-300ER had declared an emergency and returned to its departure airport when they shut down the left engine due to low oil pressure and landed modestly overweight.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the pilot in command of a Cessna 206 returning to ZZZ.  I was cleared by the Tower to land on Runway XXL.  On the landing roll out the right main tire failed causing the aircraft to yaw to the right.  I was unable to maintain directional control of the aircraft and the aircraft rolled off the north edge of the runway.  The aircraft struck a runway marker light as it left the runway.  Airport personnel responded to my location to provide assistance.  An emergency repair of the failed tire was performed by an on-field maintenance vendor and the aircraft was removed from the runway area.  No one was injured.




Synopsis: C206 pilot reported a tire failure on landing rollout.
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; Gusting surface winds; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Training / Qualification; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Weather; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Upon return from a one hour training flight; the student pilot set up for a gusty wind landing on Runway 14; configured the C172 with 20 degrees of flaps and established a final approach speed of 70-75 KTS. Initial round out and flare was normal. As the aircraft slowed; the student pilot allowed the aircraft to 'weather vane' into the wind (180@12G24KTS). The CFI noted this to the student pilot with verbal cues and hand gestures. During the flare; the student pilot allowed the aircraft to balloon slightly (approximately 4-5' above the runway) as he strived to input crosswind corrections with the rudder and ailerons. The gusting wind suddenly 'died away' causing the aircraft to suddenly sink toward the runway. The student pilot corrected for this by swiftly applying excessive back yoke causing the nose to rise sharply and the tail tie-down ring to strike the runway surface causing the tail tie-down ring to shear off and the plastic rudder fairing (bottom) to crack. The aluminum skin around the tail tie-down ring was scratched (an area approx 2' X 2' square). The roll out and taxi was normal. The CFI (me) failed to intervene fast enough to prevent the tail from striking the runway. There were no passengers on board and neither the student nor the CFI was injured. I believe this situation could have been prevented if the CFI had kept his hands closer to the yoke given the gusty conditions and intervened earlier when the student began showing signs of getting behind the aircraft. Also; we could have requested Runway 19 (more in line with the existing winds) and removed the crosswind from the equation.




Synopsis: A C172 instructor reported his student ballooned during a crosswind landing and as the aircraft settled again near the runway the student pulled rapidly on the yoke driving the tail into the runway before the main gear touched. Damage was reported.
Date: 201906
Local time of day: 1801-2400
Location: MKL.Airport, TN
Flight conditions: VMC
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operating under: Part 91
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class D MKL
ATC / advisory: Tower ZZZ
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: PAPI for Runway 02 at MKL has been NOTAMed as unreliable for a number of months; but remains active. If pilot were to follow the glideslope suggested by the PAPI; it would without a doubt cause flight into terrain. Suggest that PAPI be decommissioned till it can be properly repaired.




Synopsis: A pilot reported an MKL airport PAPI system was NOTAMed unreliable; but was still active.
Date: 201405
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Non-Flight
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Environment - Non Weather Related; Staffing
Primary problem: Human Factors

Narrative: After landing and parking at the gate to deplane passengers; the Captain; Flight Mechanic; and myself (First Officer) passed through Customs and security back to the aircraft to reposition to the FBO on the north side of the field for overnight parking (as per ground handling sheets and itinerary.) Approaching the FBO on the taxi; a radio call was given so they would be ready to handle our arrival. This apparently was a surprise to the FBO as they did not know we were coming; and did not have the manpower to support our operation. After waiting for nearly an hour on the taxiway; we inquired with the FBO if would be okay to self park on their ramp. The FBO responded that that would be fine and to get as close as we felt comfortable. At that point; I started Number 2 engine upon the Captain's command. Only one engine was started to save fuel. The Captain taxied the aircraft to the north (left) side of the ramp to begin a turn to the right to do a 180 and park facing southwest. In about the first third of the turn it became apparent that the aircraft had contacted something. The Captain immediately shut the engine down and set the parking brake. At that point; we observed the left wingtip had come into contact with some parked; unmanned airstair trucks along the perimeter fence. Specifically; the wing struck the hand rails on the platform at the stop of the stair trucks. Unfortunately as we were turning right; from the right seat; I was unable to view the left wing clearance/obstructions; and just monitored the right side for wing clearance/obstructions. Workers from the FBO later showed up and moved some of the trucks out of the way and hooked up a towbar to push the aircraft back off the truck that the wingtip was currently in contact with. The primary reason the event occurred was an error in perception and lack of ground support to monitor wing clearances. Also; it would have been better to start the Number 1 engine as we were executing a turn to the right. Being empty without much weight on the nose wheel made a turn to the right more difficult than usual.




Synopsis: B737-800 First Officer reports the left wing coming into contact with airstairs during a right turn; night time; self parking maneuver.
Date: 201507
Local time of day: 1801-2400
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Falcon 2000
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower TEB
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Taxiing to [the FBO] we were instructed to hold short of runway 24 on taxiway C. We held short of runway 24. After holding short for about 3 minutes Teterboro Ground control cleared us to cross runway 24 and taxi to [the FBO] via taxiway P. We read back the instructions; confirmed the clearance between the crew members and illuminated the strobes and taxi light. As we crossed the hold short line ground control told us to hold short of runway 24. I stopped the aircraft and we informed ground that we had already crossed the hold short line. We saw an aircraft on short final 24 performing a 360 degree turn. TEB ground then instructed us to continue crossing the runway to [the FBO]. As we were taxiing in the ground controller said to us 'Sorry; I cleared you across the runway; you did nothing wrong' which was very reassuring.




Synopsis: A DA2000EX Captain reported ATC cleared him across a runway that had an aircraft on short final; forcing that aircraft to go around.
Date: 201207
Local time of day: 0601-1200
Location: ECP.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D ECP
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: On final visual approach to Runway 16 ECP; at 600 FT and 3 miles and cleared to land; a banner towing aircraft flying over the airport terminal on a downwind course was cleared by the Tower to pickup his banner.  The banner pickup location is between Taxiway D and Runway 34 between M and K approximately 50-75 FT from the runway.  At that point; the banner towing aircraft turned left directly into our flight path.  I had spotted the aircraft flying over the field before he was cleared to pick up his banner and was monitoring his position.  I also noted that his aircraft was not displayed on the TCAS and that he probably did not have a transponder.  As the aircraft started to turn I asked the Captain if he saw the other aircraft and did it look like he was turning in front of us.  At that point; the Captain initiated a go-around climbing and turning to the right.  I informed the Tower that we were going around because of the banner towing aircraft to which the Controller replied that the other aircraft really wasn't in the way.  We were issued instructions for a right 180 and cleared for another visual to 34.  We landed without further incident.  The Tower Controller never informed us of the other aircraft's presence.  I believe Tower made an error clearing him to pick up his banner while we were on final due to non transponder equipped aircraft operating in close proximity to the active runway.  ATC Tower Control not paying attention.




Synopsis: Air Carrier landing ECP reported a developing conflict event with a banner tow aircraft near the landing runway. The reporter claimed ATC services were inadequate.
Date: 202111
Local time of day: 1201-1800
Location: SJC.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Challenger CL601
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C SJC
ATC / advisory: Tower SJC
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Approach was ILS X30L. Aircraft was being vectored and was flying assigned speed of 170 Kts. ATC advised we were following a heavy 767. ATC issued a 'Go-Around' clearance due to loss of separation. At that moment; our aircraft experienced a wake turbulence event that rolled the airplane to the right at approximately 45 degrees of bank. The aircraft returned to straight and level flight on its own; within a few seconds. The aircraft flew the go-around procedure as cleared and returned for an uneventful and normal landing.

Callback: Reporter stated he would like more separation from widebody aircraft.



Synopsis: CL601 Captain reported encountering wake turbulence on approach to SJC in trail of a B767.
Date: 202010
Local time of day: 1201-1800
Location: LGB.Tower, CA
Flight conditions: VMC
Weather elements / visibility: 8
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D LGB; Class E ZLA
ATC / advisory: Tower LGB
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Sea
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Other Person
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: Long Beach Harbor has a long history of sea plane operations that reach back to the dawn of Aviation.  One of the first commercial aviation operations was passenger service to Catalina Island from Long Beach and the iconic Spruce goose flew it's only Flight there.Late on a hazy but otherwise benign weather weekend afternoon; I departed the Long Beach Airport for a short flight to the Harbor. From a vantage point at the foot of the LA River; I could see conditions were conducive to seaplane operations. I contacted the tower to inform them of my intentions to conduct multiple seaplane operations within the southern boundary of their Class D airspace and received the usual acknowledgment with the catchphrase 'At your own risk.'The area chosen for those operations lay parallel to the shoreline and 150 feet south of the swimming buoys.  (I have conducted many seaplane operations in this same area over the last XX years; as have other seaplane pilots.)My first pass remained airborne at 50 feet above the surface to insure there were no hazards in the water.  The next three passes involved multiple touch and goes from the surface.  I saw no swimmers south of the buoys.I departed the area southbound; climbing to pattern altitude plus 500 feet before turning 180deg back to the airport.While taxing to parking; the tower informed me there had been a complaint that my operations were too close to swimmers.




Synopsis: Seaplane pilot reported Long Beach Tower advising pilot that their operation was too close to swimmers in the area.
Date: 202102
Local time of day: 0001-0600
Location: IMT.Airport, MI
Aircraft: No Aircraft
Reporter organization: Other none
Reporter function: Captain; Instructor
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Glider; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Other Glider
Human factors: Distraction
Anomaly: ATC Issue All Types; Ground Event / Encounter Ground Equipment Issue; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew; Person Other Person
When detected: In-flight; Routine Inspection
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: This airport's rotating beacon is located 1.4 nm NE of the airport; well outside the airport boundary. Though very non-standard; it is not mentioned in the Flight Information Publication (FLIP) or depicted on the IPP plates. Even the Green Bay sectional could show the correct position; instead of the standard symbology which implies the beacon would be found on the airport.Only the Jeppesen instrument charts depict it accurately.This secret non-standard placement could result in disorientation and worse; at least give pilots a chance by publishing it.




Synopsis: Pilot reported the rotating beacon located 1.4 NM NE of IMT airport is at a non-standard location and could potentially result in pilot disorientation.  Pilot also stated the beacon location is not mentioned in the Flight Information Publication; nor depicted in the IPP plates.