elihoole/asrs-aviation-reports huggingface dataset:
Date: 201312
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Passenger
When detected: Aircraft In Service At Gate
Result: General Release Refused / Aircraft Not Accepted; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Weather; Aircraft
Primary problem: Human Factors

Narrative: I was the Captain on a flight during which we experienced a break down in safety procedures that arguably put us at the last line of defense prior to an aircraft accident. Gate deicing operations were in progress and our aircraft was consequently late to be towed to the gate from a remote pad. It had sat in frozen precipitation conditions overnight. We deiced with passengers on board and at completion the deicer stated they were finished and gave the time at which deicing commenced. No other info was given.I left my seat to notify the agent we ready to depart and on the way back in was told by a flight attendant that there was still 'ice at her exit.' Even though we were in a hurry and I wasn't sure which exit she was referring to; I elected to make an un-required post deicing inspection of the wings. They were covered in ice. There was an anxious passenger seated at the over wing exit who stated he was the one who had notified the flight attendant of the situation. We called to have the aircraft deiced again and I went to the ramp to wait for the deicing crew to return. I located the person identified as the certified deicer. He was not forthcoming and did not give any indication about being concerned with the situation. I had to ask for his name; to which he responded with only his first name. At completion of deicing he again failed to include his name; position; and fluid mixture/type.I have photos available. In my judgment; the aircraft may not have produced sufficient lift for takeoff. This was not a case of refreezing. The fuel temp was +2 and the OAT was +1.




Synopsis: Following deicing of the B737-800 at the gate an alert passenger advised a flight attendant the wing was still covered in ice. The attendant informed the Captain who checked; agreed with the passenger and refused the aircraft until it was de-iced properly.
Date: 201212
Local time of day: 1201-1800
Location: PDK.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 6
Light: Dusk
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class D PDK
ATC / advisory: Tower PDK
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft TA
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure; Airport
Primary problem: Ambiguous

Narrative: I had just gone over the top of ATL; having been cleared VFR through Class B. About 5 miles southwest of PDK; Approach Control handed me off to PDK Tower. Tower advised me 1) to enter right downwind for Runway 20R and 2) 12 o'clock opposite direction Waco at 2;000 FT MSL. I slowed my descent to 2;300 FT MSL. Tower advised traffic had passed below on my right side. On resuming descent; I first saw the Waco at my 3 o'clock position; same altitude. PDK Tower advised a Cessna climbing (I surmised right cross wind after departing Runway 20R) to follow me on the right downwind. Simultaneously; my Garmin 530 displayed traffic alert at my 3 o'clock; 100 FT lower. I never saw the Cessna. The Waco never showed on the Garmin 530's traffic advisory. I surmise Waco was not Mode C. I also surmise that the Tower Controller misidentified the Cessna as the Waco on radar scope. Why was the Waco flying opposite direction on the downwind? Was the Tower Controller as badly confused as I think? I had pulsing landing light 'On'; plus five strobes. This was a scary dumb near-miss.




Synopsis: BE33 pilot reports a NMAC in the traffic pattern at PDK.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Operating under: Other 107
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was filming the sunrise over the buildings with my 'DJI Mavic Pro' drone over downtown; at about 350 ft AGL. To capture the shot; I had the drone flying sideways for roughly a hundred feet or so. Prior to the shot I turned the drone to the direction of flight to ensure that nothing was in the drone's path; and there wasn't; and the drone performed the maneuver as planned. The next planned maneuver was to rotate the drone 180 degrees; and capture the same shot while traversing the same horizontal track in the other direction. Unfortunately; when I made my turn; I ended up a few degrees shy of exactly 180; which made my return track not perfectly parallel with my original track; and the drone drifted into a construction crane.I guess I would say the problem was caused by me not realizing that my horizontal track wasn't exactly the same as the first. To prevent this in the future I will use a waypoint mode to program and define preset GPS points along a predetermined route that are known to be obstacle free. Or a 'track' mode; that will 'fix' the compass heading so that no deviation is possible. That way the drone can fly the route; allowing the operator to work the camera with confidence that the drone won't hit anything.The only other thing that could have prevented this would be additional obstacle avoidance sensors installed on the drone. The drone has obstacle avoidance sensors facing forward; and downward only. If there were sensors on the sides; rear; and top as well; theoretically; it would be impossible to crash into anything. In this instance; a sideways facing obstacle avoidance sensor would have detected the crane as an obstacle and stopped the drone; preventing the crash.




Synopsis: UAV pilot reported running into a crane while filming a sunrise over city center.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Other Traffic Pattern
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was doing some pattern work at my home field to work on my landings and maintain currency. After receiving permission to taxi to XXL behind a business jet; I confirmed with Tower that I was cleared for XXL. In hindsight; I may have missed a radio call from Tower; and similarly during Run Up I had to repeat my initial call to Ground.Once in the air I completed one circuit of the pattern without issue.On a subsequent circuit I was to land behind another aircraft ahead of me. I made my base turn; at which point Tower notified me that I was cutting off an aircraft behind me. I thought I was number 2 for XXR; but it turns out I was number 3. During this time; if I recall correctly; there was a change of staff in process at the Tower and I had to change frequency. I know I missed a call at this point.On the next circuit the controller called my crosswind turn after takeoff. Traffic appeared to be busy plus there was another aircraft in the vicinity that the controller mentioned was not responding to radio calls. I continued flying west; as I had silence on the radios; then received a call from Tower telling me that my next landing would be full stop. I complied with that.After landing on XXR I exited [the runway]. I was then directed to taxi and hold short of XXL. Upon stopping short of XXL the communications in my aircraft died. Surprising as the alt has been showing a positive charge. My medical has a restriction where I can't accept light gun signals during the daytime. As I was already on the ground there was no way I could divert; squawk 7600. Fortunately as a comms backup I have the tower's phone no. in my cell phone so I called the tower; explained where I was and that I had lost comms. I was directed to cross XXL and taxi straight into the ramp.I advised the front desk at the flight school/club about the radio issues and they said they would let the mechanic know.In future; if I think I am missing radio calls; I will try and confirm such with ATC ideally during the run up. Also; despite the METAR noting 10 SM visibility; the haze in the air from forest fires may have contributed to spotting other aircraft.




Synopsis: C-172 pilot reported intermittent radio communication with ATC.
Date: 201809
Local time of day: 1201-1800
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Human factors: Distraction; Troubleshooting; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [The night before] I filled the aircraft. Both tanks were full. [The following morning my passenger and I] departed [our home airport] and flew to [an intermediate stop] where we picked up two [additional passengers]. From there we flew to [another airport] about 80 miles and had lunch. When we departed; I looked at the fuel totalizer on the instrument panel and saw that we had used 9.9 gallons. I did not look at the fuel quantity indicators which are located in the wing roots. When we were about 8 miles from home the engine quit. I called ZZZ Center; gave them our position and activated the 406 ELT. We landed in a marsh and flipped over. Everyone exited the aircraft and waited on the wing until the [State] Troopers helicopter arrived. There were no injuries. After the aircraft was recovered by helicopter; I notices the right fuel cap was off.

Callback: Pilot stated the missing fuel cap caused fuel starvation.



Synopsis: Small aircraft pilot reported an engine failure inflight resulting in an off airport forced landing and aircraft damage.
Date: 201601
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise; Final Approach; Landing
ATC / advisory: Center ZZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were flying to ZZZZ and were at cruise altitude about half way through the flight. I happened to look at the status page and noticed our center hydraulic quantity was indicating .54 RF and decreasing. We had no EICAS messages at that point but we started to review the QRH procedures and made a call to [Operations] and Maintenance to get them in the loop. Soon thereafter; we got the HYD QUANT EICAS message and observed that the center tank quantity was still decreasing at a steady rate. There were no actions to complete at that point. We figured that the C Hadraulic System Pressure message was not far behind. After reviewing QRH procedure and the Non Normal Configuration Landing Distances chart; we all agreed that ZZZZ had plenty of runway length and it was safe to continue there and land at flaps 20. We also noted from the C Hydraulic System Pressure QRH Procedure that we MAY not have nose wheel steering after landing dependent on where the leak was located in relation to the center tank standpipe for reserve brakes and steering. Based on that; we also agreed that it would be prudent to declare an emergency and have a tug standing by to help us vacate the runway IF needed. [Maintenance Control] did a great job coordinating because everyone seemed to know our situation ahead of time. However; the First Officer and I agreed to hold off [drastic measures] until we actually got the C system pressure message that would actually drive the QRH procedure that we had been reviewing. The center quantity had dropped to .15 and seemed to stabilize and we still no system pressure message. We assumed we would get it when we started flap extension so we configured early to give us time to run the checklist. We extended the flaps to 20 hydraulically and still had no message. It wasn't until after we lowered the gear that we finally got the C System Pressure EICAS message. At that point; we ran the checklist and then declared an emergency. We landed flaps 20 and had full nose wheel steering capability via the reserve brakes and steering system. We were able to vacate the runway and taxi to the ramp under our own power with no other incidents.


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


Synopsis: The B767 lost the C Hydraulic System and landed at its destination uneventfully.
Date: 202107
Local time of day: 1201-1800
Location: LFPG.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower LFPG
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Situational Awareness; Confusion
Second reporter function: First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Ground Equipment Issue; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Airport; ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Human Factors
Primary problem: Airport

Narrative: Landed 27L; exited on Y1. Directed to taxi on D4; then left on Bravo; then right to Mike. Delta taxiway is before Bravo and parallels it. We turned on Delta erroneously and was corrected by ground who gave us alternate taxi back instructions to turn right on MD-1; then MD-2 to Mike. No other implications noted.Signage was a factor and I misprioritized my tasks by completing after landing check before getting on long taxiway.


Second narrative: After landing we exited 27L on taxiway Y1.  We were given instructions to taxi left on D1; left on B; and then right on M to spot M.  Instead of turning left on B; we turned left early on D.  ATC caught the error at the same time we did and we received new taxi instructions to spot M.  There was no conflict with other aircraft traffic.  Bad crew situational awareness; bad signage in LFPG; language barrier.  More situational awareness on the part of the crew.   Better signage in LFPG.


Synopsis: A Flight Crew reported a taxiway incursion due to poor signage.
Date: 201409
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed several minutes early due to the destination airport curfew. Noticed an EICAS GEN CONT R and overhead amber light at 1500AGL. AT 3000 feet directed by checklist to try single generator reset that was unsuccessful. Contacted Dispatch and Maintenance Control who were aware of the problem with ADS EICAS generator drive disconnect checklist was completed. Started APU shortly after first generator EICAS msg. Dispatch said with APU fuel burn and performance penalty with open door for 14 hour flight we would arrive to destination low on fuel. We decided to dump fuel and return.We stared dumping fuel [and] ATC gave us vector to parallel the coastline. We terminated fuel dump at FL230 [and] landed at our departure airport at 457;000 pounds; 3000 pounds below max landing weight.




Synopsis: When the right generator control failed on a long range B777 overwater flight; the fuel burn and drag penalties associated with utilizing the APU generator precluded continuing the flight. Crew dumped fuel and returned to their departure airport.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Compass (HSI/ETC)
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Troubleshooting
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: IFR instructions were to takeoff RWY 17; turn heading 190. On runup and check; all instruments were working as normal. After takeoff; I entered the clouds at roughly 800-900 ft. MSL. After reaching a safe altitude 1;100 ft. MSL; being in IMC; I was relying on my instruments. I look down to realize I was off of my runway heading; and was instead on a heading of about 240; indicated by the HSI. This lead me to believe that I had possibly gotten disorientated upon entering the clouds and had inadvertently turned to the right. Based off a heading of 240; I initiated a turn to the left to intercept 190. Upon doing so; ATC started yelling that I was on the wrong heading and needed to turn right. With the information being received from the HSI; I believed that they were wanting me to do a 360 turn in order to intercept 190. I verified the HSI with the compass. While still in the right hand turn; the compass was holding due south and was not moving at all. I consulted ATC and got no assistance; but rather told that I was 'incompetent and couldn't follow directions'. I reported to him that both compasses were impaired and that we were getting wrong readings. I then consulted ForeFlight and followed the magnetic heading that was reporting on there. After rolling out on the correct heading; the compass came swinging around and was reporting correctly; matching ForeFlight. The HSI continued to precess; but was frequently corrected for the remaining on the short flight.




Synopsis: PA-28 pilot reported deviating from the departure clearance due to a malfunctioning HSI and compass.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PC-12
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Amateur/Home Built/Experimental
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Time Pressure
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types
Detector: Automation Aircraft TA
Result: Flight Crew Took Evasive Action

Narrative: We were cleared for takeoff RWY XX up to 2;000 [feet]. After rotation I see the shadow of and airplane go overhead as if it was landing on RWY XX TCAS started alerting for 'Traffic'; I told the PIC to stop climbing and turn left being that the Aircraft Y was on the right of us and above. Aircraft Y turned right and all is well.




Synopsis: PC-12 First Officer reported an NMAC event during take-off with a landing aircraft that overflew them. Both aircraft executed a successful evasive maneuver.