elihoole/asrs-aviation-reports huggingface dataset:
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Communication Breakdown; Troubleshooting; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; 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; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed ZZZ1 for ZZZ2 4h 14 min flight with full main and auxiliary tanks 3h 45min and 2hr 25 min endurance respectively.Activated fuel transfer after 2 hrs of flight unaware there was insufficient electrical power to pump the fuel. About an hour later I Experienced complete electrical failure with loss of all communication/ GPS and unable to pump fuel from auxiliary to main tanks with fuel tank reading empty.ATC indicated that my transponder had failed and asked me to recycle it. They were unable to hear my transmission on a hand held radio. I tried Guard 121.50 without response.I saw there was no traffic in my vicinity on my iPad and descended from my assigned altitude towards the nearest airport ZZZ broadcasting at Tower frequency alternating with 121.50. Close to ZZZ; I could hear the controller intermittently. I continued to broadcast my situation and radio failure. The Controller told me that he could hardly hear me and that radio failure was not urgent. As I descended toward Runway XX he asked me to go-around. I replied unable and landed. I asked for progressive taxi to the closest FBO and he told me that was not urgent either and asked me to hold were I was.I waited until a maintenance vehicle came to me and I explained my situation and he directed me to the closest maintenance facility were my engine started to stutter from fuel exhaustion. The mechanic confirmed alternator failure with depleted battery and ordered a replacement alternator and removed my battery for charging.




Synopsis: Cessna 150 single pilot reported an alternator failure during cruise causing multiple electrical issues. Pilot requested priority handling and executed a mechanical diversion to a safe landing.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 8
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Staffing; Human Factors; Procedure; Company Policy
Primary problem: Company Policy

Narrative: On two separate occasions the tug driver was unable to successfully push the aircraft off the gate and onto the taxi line in the alley. On the first event the Tug Driver almost had the airplane jack knifed before we were even out of the Safety Zone. There were aircraft on both adjacent gates. I told her to stop the push. Another Ramp person saw what was happening and replaced her on the tug. We had started the No. 2 engine and had to shut it down so that we could be pulled forward back to the gate and then pushed out again of course trying to explain to Ground what was going on.The second event; again the Tug Driver was having trouble pushing the aircraft back and before I could tell him to stop the push; he jack knifed the tug and broke the towbar. Again a Ramp person got out of a deicing truck and came over to assist. He got on the headset and said he would be completing the pushback once they got a different towbar. I explained to him that this was second time in a matter of a couple days that we had trouble and asked him if he knew what was going on. He stated that the Ramp personnel were not properly trained to be moving aircraft anymore. We again had to let Ground know that we were going to have the alley blocked until a new towbar could be found. I was also concerned about potential damage to the aircraft nose gear. The Passengers are also aware when the aircraft is being jerked all over during pushback.Obviously this is a huge safety concern and could have hugely expensive consequences if we have people attempting to move aircraft that don't know what they are doing; not to mention the safety hazard to other Ground personnel. Someone needs to be accountable for not properly training and supervising Ramp personnel that are moving our aircraft before we have extensive damage done or someone hurt.




Synopsis: B737 Captain reported two pushback events at the same airport during which different tug drivers placed the aircraft's nose gear in a jack knifed position severe enough that a more experienced ramp agent was required to reposition the aircraft properly. Poor training was cited.
Date: 201209
Local time of day: 1201-1800
Location: LHBP.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground LHBP
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown; Training / Qualification
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Procedure; Environment - Non Weather Related; Chart Or Publication; ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Chart Or Publication

Narrative: [We] taxied from parking to B1 Taxiway on Apron Control frequency. Handed off to Ground and then Tower for clearance to cross 31L. Once across [we went] back to Ground frequency. While on B2 Taxiway; told to 'taxi to holding point 31L on A2' (best of my recollection). [We] taxied up to hold short line that was marked and had yellow flashing lights on each side. Ground told us we had taxied past a 'red bar' (best of my recollection). [We] didn't see a red bar. None indicated on taxi diagram in that area. Only thought is that there was an 'A2 holding point' on the A2 taxiway leading up to the hold short line that I missed. Saw the hold short line and stopped looking for other markings. Better scan and familiarity with LHBP taxi instructions would help. Other airports instruct us to 'taxi to holding point for Runway XX' and they mean the hold short line for Runway XX.


Second narrative: If there is in fact a Red Bar Holding Line; Commercial Chart's Ground Diagram should reflect it.


Synopsis: An Air Carrier crew taxied beyond a red hold bar on LHBP Taxiway B2 prior the Runway 31L A2 hold line because they did not see it nor did the airport diagram depict it.
Date: 201911
Local time of day: 1201-1800
Location: ECP.Tower, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ECP
ATC / advisory: Tower ECP
Second aircraft: Medium Large Transport
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Deviation - Track / Heading All Types; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Doing touch and go landings in pattern; Tower Controller extended me on a 6 nm downwind for sequencing for IFR jet departures and one [medium transport] jet on a visual approach for Runway 34 (coming in from northeast of ECP). Turned on course for a straight-in approach to RWY 34; at 5.5 nm visually picked up and acknowledged the [jet traffic to my right about 500 feet higher in a descending right-turn to line up for Runway 34. My altitude was approximately 1;500 at 100 knots. The [jet] quickly descended well below my altitude and landed on Runway 34. At approximately 4.5 nm from the Runway 34 threshold; my Cessna 172 make a sharp uncommanded roll to the right. I estimated it reached at least a 60 roll angle before I was able to stop it. The Tower typically advises a wake turbulence caution for landings; however no reminders for overtaking jet traffic on extended straight ins. Fortunately; I had been practicing steep turns and stalls about 20 minutes before; so the attitude change was easy to recognize and I quickly evaluated it was the wake vortex of the jet.




Synopsis: C172 pilot reported an inflight upset when encountering wake turbulence from a jet in the pattern at ECP airport.
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On descent; as we leveled off at an intermediate altitude of FL340 the Cabin Warning horn and lights activated. We immediately did our memory items and followed the steps of the QRH. At this point; I noted that the cabin altitude was at 10;500 FT. At my request the First Officer requested an emergency descent and ATC cleared us to 10;000 FT. As we descended through FL190 I noticed that the cabin altitude had begun to descend. As we reached 12;000 FT the cabin altitude continued to descend below 10;000 FT. We let ATC know that cabin pressure was under control and we continued to and had a normal landing at our destination. During the descent; I spoke with the flight attendants to see if they had noticed any cabin pressure changes. They reported that no one had noticed or reported any discomfort.


Second narrative: We declared an emergency with Center and initiated an immediate descent to FL100.After reaching 10;000 FT we canceled the emergency with Center and proceeded as normal... ...Contract Maintenance personnel said there were problems with one or both pressurization controllers.


Synopsis: The flight crew of a B737-700 resonded appropriately to a cabin altitude warning while level at FL340.
Date: 201511
Local time of day: 1801-2400
Location: OAK.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C OAK
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Fatigue
Anomaly: Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: We were on the OAKES2 arrival to OAK and given direct to MITOE ant an altitude of 3400 feet. Shortly after being issued direct MITOE; we were then cleared the visual approach to RWY 30. Having done this approach in the past; we have been high when crossing MITOE and then have to hurry to get down to make a stabilized approach. At that time; I put in the crossing altitude for MITOE at 2000 feet and started down. Shortly after starting down; the Captain realized that I started the descent too early due to the terrain. I started to level off and that is when the Terrain Alert went off. I executed the terrain avoidance procedure we have been trained to do. We both had the Terrain on ND and there was no indication we were getting close to the ground. There was no yellow or red areas on the map.I was worried about being high at the outer marker and not able to maintain a stabilized approach. Prior to this event; we had flown. I was a little tired and wanting the day to be over.




Synopsis: While cleared for a visual approach to OAK Runway 30; the First Officer started to descend too early and received a terrain alert.
Date: 201901
Local time of day: 1201-1800
Location: MIA.TRACON, FL
Aircraft: SR22
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
ATC / advisory: TRACON MIA
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Fatigue; Physiological - Other; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: I released Aircraft X off of ZZZ and climbed him to 2;000 ft. on a 270 heading. At some point before or after; I'm unsure; I released Aircraft Y off of ZZZ1 on a standard heading of 300 climbing to 2;000 ft. All operations at MIA TRACON were west; which is the less common configuration. As soon as Aircraft Y checked in on my frequency; I turned him left to a 270 heading and turned Aircraft X to a 300 heading resulting in a slight loss of vertical separation. Since my first missed paycheck; I haven't been sleeping well; I'm coming to work angry and anxious. My patience with airplanes and my coworkers is deteriorating; my focus is off. I'm more concerned with how I'm going to provide for my two young daughters than I am concerned with this job.Reopen the government and or pay the controllers who are being forced to come to work without pay. In an already stressful environment; the last thing that we need to be worrying about while trying to keep airplanes safe and separated is how to provide care for our children; feed our families; or what jobs we can apply for that will pay the bills. This shutdown is taking a toll on safety and morale. It's jeopardizing the integrity of the NAS.




Synopsis: MIA Approach Controller reported releasing departures from different airports on converging headings into a confliction due to fatigue and stress over a government shutdown.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 50 minutes into the flight we both started to smell fuel odor coming from the vents. We had been in level flight for at least ten minutes and had not made any turns or altitude changes. There are no applicable checklists for this situation so we called Maintenance Control and they advised us to shut off a pack and see if the odor was still there. We shut each pack off individually and the odor was still there. We called the Lead Flight Attendant into the cockpit and she confirmed the odor as well. She also said she could smell it in the forward galley although not as strong. About this time the First Officer said he was getting a little light headed (the odor seemed to be stronger on his side). We were approximately 90 miles from [a nearby suitable airport] so we made the decision to divert there.




Synopsis: DC-9-82 Captain reported fuel fumes were noticable in the cockpit and cabin so a decision was made to divert to the nearest suitable airport.
Date: 201912
Local time of day: 1201-1800
Location: SAT.Tower, TX
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower SAT
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification; Workload
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Staffing
Primary problem: Staffing

Narrative: I was working Tower Controller in Charge (CIC). A supervisor was on Local Control getting proficiency time. Ground Control coordinated a crossing at a taxiway a heavy. Local Control put an aircraft in position once an arrival touched down. Ground Control started crossing after the arrival passed the taxiway. Local Control told the arrival to exit the runway and as they did; he cleared the prop aircraft for takeoff. I did not hear the clearance for takeoff given by Local Control. Neither did Ground Control. Ground Control wasn't sure if Local Control remembered he had a crossing coordinated; so he announced; 'I'm still crossing.' I looked to check the runway at that; but I did not see the small prop aircraft since it was on the far end of the runway. Local Control did not say anything. I don't know if he didn't hear Ground Control; or if he forgot he had cleared an aircraft for takeoff. The aircraft on takeoff roll called up and said he was cancelling his takeoff. He was able to depart from his current position once the heavy was off the runway.A Supervisor working during this complex and unfamiliar configuration is probably not the best option.




Synopsis: SAT Tower Controller reported that a Supervisor cleared an aircraft for takeoff while another aircraft was crossing the runway.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cabin Entertainment
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after level off; Lead Flight Attendant called with a report of an electrical fumes odor in the mid cabin. This was from row 7/8 to the over wing exit area. Captain confirmed with Flight Attendant no smoke. We declared an emergency when we smelled the odor in the cockpit. We donned O2 masks and ran Smoke/Fumes QRC. We pulled up closest airports from FMGC database and diverted to the closest airport in point and time. We referenced and ran the Overweight Landing Checklist and received landing data from Dispatch on ACARS. Normal landing and rollout ensued.


Second narrative: After leveling off at our assigned FL340; we were called by the First Flight Attendant and informed that they had detected an electrical burning smell at mid cabin near rows 7 and 8. They also said that the entertainment system was not working normally; that music was playing on all channels. We smelled nothing in the cockpit and had no abnormal indications. I took a lav break at that time in order to confirm the odor and did smell it. The First Officer said he could smell it when the cockpit door opened. We decided to declare an emergency and land at a nearby airport. We advised ATC and the Dispatcher and referenced the smoke/fumes checklist after donning our O2 masks and establishing communications. We referenced the Overweight Landing Checklist and obtained the performance data for the landing. We executed a normal approach; landing; rollout; and taxi at the divert airport. The local fire crew did meet us off the runway. We did speak with them. They saw no apparent damage and we taxied to the gate where they boarded and did an inspection and found no damage. The odor seemed to be gone at that time. We ferried this aircraft the following morning without incident. Maintenance found no apparent cause for the odor.


Synopsis: An A319 crew declared an emergency and diverted to the nearest airport after a cabin electrical odor was detected and the entertainment system malfunctioned.