elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 0001-0600
Location: ZKC.ARTCC, KS
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Regained Aircraft Control; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise at 40;000 feet; 3 hours into our flight between navigation points while scanning the instruments I noticed a flashing 'PITCH' mode annunciation on the PFD (Primary Flight Display). The aircraft then started an uncommanded climb. During this brief time I also saw the standby attitude indicator show red X's on attitude; altitude and airspeed. I told the Pilot in Command 'we are climbing in pitch mode; select vertical speed and recover!' During the altitude recovery the standby altitude showed as high as 47;000 feet then flashed a series of numbers. We never exceeded an actual altitude of more 40;200 feet. Once restabilized at 40;000 feet; the standby attitude; airspeed and altimeter also stabilized but the standby altitude was off as much as 260 feet high.The autopilot changed modes uncommanded from ALT to PITCH and the aircraft started an uncommanded climb. We recovered; called the company and Maintenance. We were then told to divert. We also notified ATC of an avionics issue and that we were diverting for maintenance.




Synopsis: CE680 First Officer reported their aircraft made an uncommanded climb due to the autopilot malfunctioning.
Date: 201712
Local time of day: 1201-1800
Location: BGM.TRACON, NY
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E BGM
ATC / advisory: TRACON BGM
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors; Chart Or Publication; Airspace Structure
Primary problem: Human Factors

Narrative: Aircraft X departed an airport about 10 miles south of the border. By the time the next sector got Aircraft X; handing off it was very close to the airspace border. The next sector then called on the landline for a handoff as Aircraft X was approaching the border. I took radar contact not wanting to force the other sector to have to turn Aircraft X. When Aircraft X called up I realized he was 1000 ft below the MVA. I climbed Aircraft X to the MVA.




Synopsis: BGM TRACON Developmental Controller reported taking a handoff of an aircraft that was below the MVA.
Date: 201204
Local time of day: 1201-1800
Location: BUR.Airport, CA
Flight conditions: VMC
Aircraft: Challenger 300
Operator: Fractional
Operating under: Part 91
Flight phase: Descent
Airspace: Class E E10
ATC / advisory: TRACON E10
Second aircraft: Sail Plane
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On LYNXX 8 Arrival to BUR; while approximately 5 NM east of JANNY Intersection and descending through 11;000 FT I suddenly noticed a glider at same altitude and heading directly towards our aircraft about 50 FT away. I immediately disconnected the autopilot and began an aggressive climb. The glider pilot must have seen us at the same time; because he suddenly began a steep dive and bank. He passed about 50 FT below us. The glider was at 11;000 FT with no transponder operating. It never appeared on TCAS. This glider was operating directly along the LYNXX 8 arrival; and above 10;000 FT with no transponder/Mode C (which is required.)




Synopsis: A corporate jet Captain reported an NMAC with a glider who was apparently flying at 11;000 FT directly on the LYNNX 8 arrival to BUR.
Date: 201406
Local time of day: 1801-2400
Location: MDW.Airport, IL
Flight conditions: Mixed
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower MDW
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Human-Machine Interface; Communication Breakdown; Confusion; Fatigue; Time Pressure
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Weather; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Due to afternoon thunderstorms in the MDW area all traffic was delayed approximately an hour and a half on a ground stop. When we arrived in MDW late at night traffic volume was understandably high yet only one person was working the Tower. All Tower functions were combined including Local; Ground Control and Clearance Delivery. While this Controller did a very commendable job; it was not working well given the huge traffic volume at that time due to the backup of delayed flights. The frequency was constantly clogged; ground traffic became a jumbled mess; and aircraft on final were not issued landing clearances in a timely manner because of the Controller's workload. The entire scenario was a huge safety issue. The Tower needs to be adequately staffed; especially when weather events cause a disruption to normal operations.




Synopsis: After traffic was backed up extensively for weather at MDW when the weather broke the traffic became intense and the all Tower communications were being handled by a single harried Controller who; despite best efforts; could not handle all the tasks affectively and efficiently.
Date: 201604
Local time of day: 1201-1800
Location: LAX.Tower, CA
Light: Daylight
Aircraft: Widebody; Low Wing; 4 Turbojet Eng
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower LAX
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Rejected Takeoff
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I cleared Aircraft Y for takeoff on Runway 24L. Aircraft X was rolling out on Runway 24R. I took care of other things; and next thing I observed was Aircraft X about to cross the runway while Aircraft Y was rolling one third down the runway. I yelled out 'Aircraft X stop' 'Aircraft X hold' then I instructed Aircraft Y to abort and cancel take off clearance. I did not cross Aircraft X; I had not expected Aircraft X to cross the runway. I expected all aircraft to hold short of the parallel runway; since there is enough space to clear the runway they just landed.Aircraft Y had to sit on the runway for about 10 minutes to check his aircraft (with help of rescue department) and taxied off the runway on his own. We need the center taxiway between Runway 24L and Runway 24R. Better educate foreign pilots to what they can and cannot do after landing.


Second narrative: Cleared for takeoff 24L E8 shortened. As we taxied onto runway; an aircraft was rolling out on 24R. We began the takeoff roll as the aircraft was exiting onto AA. After 80 kt callout the CA questioned whether the aircraft was stopping short of 24L. We both noted that the aircraft was not stopping and the Captain called to abort the takeoff at approximately 110 kts. Immediately thereafter; tower told the crossing aircraft to 'stop; stop' and called for us to abort the takeoff. The traffic had not received a clearance to cross 24L but failed to hold short of the runway. After the rejected takeoff; we remained on the runway until ARFF inspected [us] for damage. No damage noted. Returned to gate for further inspection by maintenance.


Synopsis: LAX Tower Controller reported of a runway incursion involving a foreign carrier. Controller had cleared an aircraft for departure while landing foreign carrier was rolling out on parallel runway. Aircraft did not stop on taxiway between the runways. Controller advised aircraft to stop. Controller told departing aircraft to abort and cancel takeoff clearance.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G650
Mission: Test Flight / Demonstration
Flight phase: Parked
Second aircraft: Skyhawk 172/Cutlass 172
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft
Detector: Automation Air Traffic Control
Result: Aircraft Aircraft Damaged
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: During normal G650 Completion test flight engine checks; Individual engine Idle-Rated-Idle thrust sweeps; at approved engine run pad; Cessna 172 [taxied] behind the aircraft exhaust direction. The Cessna experienced an 'upset event' where aircraft suddenly tipped to the right and nose down; resulting in the right wing contacting the ground and damaging the wing tip and also resulting in the propeller striking the pavement and being bent at the tips. Ground made no radio calls advising us to cease our engine run operations or that there was conflicting traffic exiting the runway behind us. We were not aware at the time nor any other time subsequently that day of any potential involvement between our engine checks and the Cessna event.Production/Completion test card requirements for preflight engine power sweeps/high power operations to be pointed into the wind +/- 10 deg should be reexamined for relevance and importance for protecting against potential engine damage.




Synopsis: G650 Captain reported during an engine test run a C172 behind the aircraft was affected by the jet blast.
Date: 201703
Local time of day: 1201-1800
Location: E10.TRACON, CA
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Not all C182's are created equal or looks can be deceiving!!!We departed MMH with full fuel in a C182T carrying 87 gallons of fuel and three adults. In other 182s that I have flown including my personal 182; that load would not pose any problem.Compared to other turbo charged aircraft I had flown it seemed a bit sluggish on climbout. However; it was a cold day with no turbulence and we were able to climb just fine to 11;500 feet.After a 2.5 hour flight; we made an uneventful landing. I grabbed a photo of the aircraft weight and balance and was stunned to see the difference in the weights between the 182s made in the 80s and the 2013 182 that I was flying.I did a detailed comparison between this fixed gear turbo 182 from 2013 and a retractable turbo charged 182 from 1982. I was always taught that the retractable aircraft would weigh more (due to the mechanism) than a fixed gear. That is clearly a [saying] that is not always true.The fixed gear empty weight is 928 pounds and the retractable empty weight is 1;085 pounds. In doing a detailed weight and balance; not only did we perform a significantly overweight take-off (by about 100 pounds) and we were not in the envelop for take-off. Fortunately; by the time we landed; we had burned off enough fuel to land within the envelop.OK...key learnings...just because an aircraft looks like an aircraft that you are familiar with DON'T ASSUME. Second key learning...ALWAYS do a weight and balance...even if it 'looks' like the load should be OK.




Synopsis: C182 pilot reported discovering after the fact that the newer aircraft weight and balance was considerable different from the older model aircraft.
Date: 201902
Aircraft: No Aircraft
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Glycol being sprayed on can loaders is causing the yellow metal stairs to become slippery. This is a slip and fall hazard. Because agents are afraid to take stairs up and down they are riding the platform up and down which is a hazard itself.




Synopsis: Ramp agent reported a slip and fall hazard on stairs.
Date: 201911
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Damaged freight arrived off inbound flight and had leaked into pit. There was a concern of shipment due to package having an affixed hazard label and if it may have been a DG (Dangerous Goods) shipment. It was determined not to be DG; product was Trenbolone Acetate. SDS data sheet was also pulled to make determinations on product. Ramp employee working inside aircraft pit declined going to on site [company] medical indicating did not feel bad; as a precaution the Ramp Manager had this employee go to the on site [company] medical just to make sure that he was alright. Aircraft was refused by pilot and was taken out of service.




Synopsis: Ramp worker reported that damaged freight had leaked in aircraft pit; causing aircraft to be taken out of service.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Traffic Watch
Flight phase: Cruise
Airspace: Class C ZZZ; Class D ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Human-Machine Interface; Situational Awareness; Training / Qualification; Troubleshooting
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a day VFR Traffic Watch flight; experienced an alternator failure in flight while in Charlie airspace.The Reporter's radio pack started acting up and transmission was weak; like it wasn't getting enough power. The aircraft radios and electrical were fine up until we turned back to land early. Signs of electrical failure started to become apparent; so I told Approach that we were going to lose radios. After a couple unreadable transmissions on my end; Approach got the message and shipped me to Tower. I checked on with Tower and let them know my situation. I shed excess electrical load which really only consisted GPS/COMM 1; lights; and Reporter's radio pack. I squawked 7600 and brought out my handheld radio and attempted to establish communication on that; but was unable. At this point; COMM 2 failed so I shut it off. I entered downwind for Runway 28R and received a steady green light gun signal and acknowledged by rocking my wings. I didn't attempt to add flaps until I knew landing was assured; so that I wouldn't get stuck with flaps down in a go-around situation. When adding flaps on final they stopped at the first notch. Upon touchdown the flaps came down all the way and the ammeter indicated a charge; suspect faulty connection somewhere. Received a flashing green light from Tower and taxied to the ramp. I called Tower after we parked and they said no further contact was necessary. The ammeters in some of the planes we fly are not sufficient. It acts as if it's stuck and only varies slightly when turning the alternator on/off. A request has been put in with the company to fix this unacknowledged issue once and for all.




Synopsis: A C172 Traffic Watch Pilot reported the loss of electrical; so he squawked 7600; returned to his departure airport. The pilot was given light signals to land and taxi to parking.
Date: 201202
Local time of day: 1201-1800
Location: FLL.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C FLL
ATC / advisory: Tower FLL
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Captain; Pilot Not Flying
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: After switching to Tower frequency and cleared to land 9L in FLL; the Tower Controller called out VFR traffic (Banner Tow) at approximately two miles low. The traffic was slightly off the left side of our aircraft. The Captain called 'in sight' and I continued the approach exactly on glide slope. Inside of 2;000 FT AGL; I lessened the vertical descent since the VFR traffic appeared like it was going to fly directly underneath us. At approximately 1;400 FT AGL; we received an RA to 'Adjust Vertical Speed' and I acted accordingly. After a slight level off; the conflict was resolved and I continued the stable approach to a landing. I would estimate the traffic passed underneath of our aircraft by approximately 400 FT. Although Tower confirmed the VFR traffic was operating in appropriate airspace; it doesn't seem to be a good idea for a Banner Tow to be at 1;000 FT AGL three to four miles from the approach end of an active runway.


Second narrative: The weather was VMC at the time of the challenge. We were cleared for the ILS 9L (FLL). I was acting as the pilot not flying. FLL Local called traffic (a Banner Tow aircraft at 1000' MSL) slightly north of the final tracking south. As I understand it and later confirmed the Banner Tow aircraft was just outside C Airspace; but very close to; if not in; Class D airspace. I found the traffic when we were approximately 1;300 FT MSL on the glide slope. The TCAS fired shortly thereafter with a 'Traffic/Traffic; Adjust Vertical Descent ... Adjust.' You can well imagine it got a bit hectic as were trying to respond to the RA call and maintain situational awareness on the airplane that was doing a fly under maneuver. I find it odd (but curiously legal) how FLL Local permitted a Banner Tow aircraft within 300 FT of our three degree glide to 9L. Supposedly the Banner Tow aircraft  sight; but I believe safety was degraded by allowing a minimal separation on an ILS. The First Officer acted properly and promptly and the landing was uneventful. I had what I believe was a cordial exchange with the Local Controller regarding the wisdom of permitting such a situation to develop in the first place.


Synopsis: B737 flight crew experiences a TCAS RA during approach to Runway 9L at FLL at 1;300 FT caused by a banner tow aircraft passing under the glide path at 1;000 FT.
Date: 201908
Local time of day: 1801-2400
Location: SAN.Airport, CA
Light: Dusk
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SAN
ATC / advisory: TRACON SCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
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: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Approaching FAP; an object suddenly appeared in the windscreen. Before I could even communicate a warning it flew just overhead of our aircraft. Pilot Flying did not see the object as it passed directly overhead within 50 feet. I immediately commented on a near miss with some type of unidentified object. My initial thought it was a large flat type of balloon although it appeared solid in nature as it flashed by. ATIS information had noted an unauthorized drone flying; which had been reported flying east of the airport north of the final approach course.




Synopsis: B737-700 Captain reported an NMAC with a UAV on final approach to SAN airport.