elihoole/asrs-aviation-reports huggingface dataset:
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Fuel System
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Glider
Human factors: Training / Qualification; Troubleshooting; Confusion; Human-Machine Interface; 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: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft; Procedure; Manuals; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I departed the airport for a pleasure flight. The flight was estimated to be 2 hours and I topped off with fuel for a 4 hour endurance. No flight plan was filed. I fly over this area frequently and navigated by ground reference. I first flew northwest to the western edge of a mountain range; then traveled east along the southern face of these mountains. My plan was to continue to fly along the mountain range to the east; and then south to land. While transitioning between the two ranges; I switched fuel tanks; and the engine immediately quit running. I switched back to the previous tank; turned on the boost pump and increased the mixture. The prop was wind milling. I waited for a few seconds for the engine to restart. When it did not restart; I pumped the throttle a few times. This was not successful and the prop stopped. I initiated my forced landing procedure at this point while turning over the engine with the key for another 20 seconds or so. I decided on the freeway. The landing was uneventful. The plane was removed from the freeway by a flatbed truck. The engine was restarted and a number of tests were done to isolate the cause of failure; but none could be found. I used a stretch of open road to take off and return. My mechanic told me that I should always turn on the boost pump when switching tanks in a low wing. I am making this part of my normal procedure; as well as only switching tanks when within glide of an airport; whenever possible.




Synopsis: An experimental aircraft pilot reported switching fuel tanks which caused the engine to quit and made a forced landing.
Date: 201712
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Pre-flight
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While Employee 1 was securing the pit for departure; Supervisor 1 used hand signals to have the flight crew release the breaks for the on-time departure. Lead 1 for the gate had not yet connected the electric pushback tractor; and the belt loader was still pulled up to the aircraft when this was done. This incident had the potential to result in an out of control aircraft rolling into the alley or striking other equipment and causing damage as well as knocking Employee 1 off of the belt loader causing injury.




Synopsis: A Ramp worker observed the Supervisor signal the flight crew to release brakes even though they were still working and a belt loader was pulled up to the aircraft.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
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; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I departed out of ZZZ for a flight back to ZZZ1.  We climbed up to 7;500 ft and asked for flight following from approach; which we got.  After passing ZZZ2 we cancelled service and descended to 2;500 feet. After a while I noticed the voltage was lower than normal and the alternator charge indicator was showing a discharge.  The low voltage light never came on.  I got out the POH and went through the procedure to attempt the reset the alternator.  It did not reset.  I reviewed the manual gear extension procedure just in case I needed to use it.  I shut off all nonessential radios and electrical equipment as called for in the POH.  I wasn't sure if I would have communication with a weak battery so to preserve what was left in the battery; I shut off the master switch.  I doing that; I got to thinking; I didn't have the ADS-B output normally required. I continued on the ZZZ1 as planned; avoiding controlled airspace and any airports along my path.  when I got within about 15 mins of ZZZ1; I turned the battery master and Avionic master back on. I extended the landing gear and called ZZZ1 tower; explaining I had an alternator failure and requested clearance to land.  They offered runway XXL which I declined.  (Major tailwind; gusts to 20 knot) flew a normal pattern and landed on runway YYR without incident.I continued on to ZZZ1 because of the knowledge of the area; traffic flows and airports if I could not talk to ZZZ1 tower.  If this would have happened at night; I would have landed at the first airport with lights.A broken alternator field wire at the connector was found the next day.




Synopsis: Cessna 210 pilot reported loss of electrical power and elected to continue to destination airport and execute a precautionary landing.
Date: 201408
Local time of day: 0601-1200
Location: MRY.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Fog; 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D MRY
ATC / advisory: Tower MRY
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Distraction; Confusion; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I had inadvertently set 278 FT instead of the correct deadhead (DH) of 480 FT in the altitude alert for the ILS approach to Runway 10R at MRY. I was on short final in IMC; on the localizer and glideslope; and had descended through the DH before realizing what I had done and immediately initiated the missed approach. I never did have a visual so really don't know how close I was to the ground; but I am sure it was below the DH. Very close call really and in the future I need to double check all settings before starting an approach.




Synopsis: A single engine pilot flying the MRY 10R ILS set 278 FT in the altitude alerter and descended below the 480 FT DH before realizing his error; then executing a missed approach.
Date: 201507
Local time of day: 1801-2400
Location: CRP.Airport, TX
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: Taxi
ATC / advisory: Tower CRP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Distraction; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Environment - Non Weather Related
Primary problem: Airport

Narrative: The ramp at CRP is lit by several light poles; each containing three extremely bright spotlights which resemble deer hunting spotlights. The lamps are hooded at the top and emit glaring light onto oncoming aircraft. Rather than the diffused yellow sodium vapor lights that most airport terminals have. These are bright white; aimed straight out; and have the effect of partially blinding anyone approaching the ramp. Gate lead-in lines and taxiway markings are almost indiscernible when the glare of the spotlights hit the windshield; especially when the windshield is dirty. After parking I queried the Tower Controller about possible complaints by flight crews. Controller said that some crews do complain and that the lights had been hooded to keep the Tower Personnel from being blinded as well. These are not your ordinary flood or ramp lights; but rather cylindrical lights that could be used for spotting or stage productions.The lights are problematic. The fact that the Airport Authority had to put hoods on them to keep from blinding the Tower Controllers proves that they are a hazard to any one approaching them at night. I fly to nearly 100 airports and have never encountered this particular type of lights. In my opinion; they are the wrong kind for the job.

Callback: The reporter stated that there is ramp lighting on approximately 30 FT poles separate from the terminal with a group of three lamps on each pole. At least one of the lamps is aimed directly into the pilot's eyes when approaching the gates. He recommends that the bulbs should be changed to something of lesser intensity and be aimed down to illuminate the ramp instead of the aircraft.



Synopsis: The ramp illumination lights at CRP are blinding for taxiing pilots when approaching the terminal.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; Hail; Icing; Snow; Turbulence; 1
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing to FL390; at FL385 the Master Warning light flickered.  It finally showed 'LOW OIL PRESSURE #2'.  Engine was shutdown in accordance with the checklist. We notified ZZZ Center and we were cleared direct ZZZ1. Having departed ZZZ1 20 minutes earlier and with the Midwest in the midst of a snow storm we chose to return to ZZZ1 because we were familiar with the airport and it's current weather and surface conditions. After a slow descent and completion of all checklists we were a mere 60 from ZZZ1. An uneventful landing was accomplished.




Synopsis: First Officer reported an In Flight Shut Down and Air Turn Back; caused by a number two engine low oil pressure warning.
Date: 201203
Local time of day: 0601-1200
Location: MIA.Airport, FL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Landing
Airspace: Class B MIA
ATC / advisory: Tower MIA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Other / Unknown
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: At 700 FT on final MIA Runway 12; Tower ordered us to hold short of Runway 9. I informed Tower that it was late notice on the hold short request. Tower acknowledged the late request. We did not accept the clearance and landed Runway 12. We were able to stop short of Runway 12.


Second narrative: [Narrative #2 had no additional information.]


Synopsis: Air Carrier inbound to MIA at 700 FT for Runway 12 was directed by ATC to hold short of Runway 9; the flight crew unable to comply because of the late notification.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The nose gear of a canard pusher experimental aircraft collapsed on touchdown and landing rollout. Touchdown was not harder than usual. I shut down the engine and advised ATC by radio that this had occurred; and the following aircraft was sent around. I advised ATC that I would have to get out of the aircraft and push it clear of the runway. They acknowledged and asked that I report clear; I did so. Tower asked me to monitor Ground Control frequency as I pushed the aircraft further about 200 FT to the ramp. I did as requested and Ground Control called to confirm that I was 'in the parking area'. I confirmed that I was clear of the movement area; pushed the aircraft to my hangar and secured it. The Rutan-style canard pusher aircraft (VariEze and Long EZ) feature a hand-cranked worm gear mechanism as the standard method of raising and lowering the gear. On examination of the mechanism it was evident that the worm gear had stripped its teeth and this was the cause of the collapse. This has been known to occur with other Rutan-style canard pusher aircraft using the same mechanism; with no obvious warning signs. Suggest preventative replacement of the gear with one made from a stronger/tougher alloy.




Synopsis: A VEZE nose gear collapsed on touchdown because the worm gear extension teeth were stripped.
Date: 201907
Local time of day: 1201-1800
Location: JNU.Tower, AK
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C JNU
ATC / advisory: Tower JNU
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Departing Runway 26 in JNU and flying the CHLKT 1 departure.  Just after rotation near the departure end of the runway and at approximately 1;000 feet we received a TCAS RA to level off.  I believe this was from arriving helicopters encroaching on our flight path from the north.  Prior to receiving the RA we began a slight turn to the south because we saw the potential conflict from the helicopters.  We initiated an immediate level off to comply with the RA.  I believe there were 4 helicopters and they were passing off our right. We quickly lost visual contact with them.  As we leveled off we receive a TA from another aircraft below us which we never saw.  Reported to Tower and Dispatch.  In addition this was a very loud cockpit full of multiple distractions and warnings from these aircraft.  I am still dumbfounded on how JNU Tower cannot protect the airspace for departing jets during the summer season.  If the helicopters had held for 30 seconds this incident never would have happened.  I am done doing 26 departures to ANC until JNU tower can figure out how to protect the airspace.  Although runway 8 departures present other traffic issues.


Second narrative: [Report narrative contained no additional information]


Synopsis: Air carrier flight crew reported multiple traffic alerts departing JNU and expressed concern at ATC procedures that do not seem to effectively mitigate these conflicts.
Date: 201403
Local time of day: 0001-0600
Location: HCF.TRACON, HI
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A HCF
ATC / advisory: TRACON HCF
Second aircraft: Widebody; Low Wing; 3 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Workload and traffic volume was extremely high. In addition to the breakup there were numerous crossing situations regarding aircraft flying southbound to (specified) airport and other airports vs. outbound aircraft climbing; eastbound aircraft vs. westbound inbounds. Many aircraft making altitude change requests; route requests and making initial check-ins on two different frequencies. Volume of aircraft was such that I could not keep up with keeping data blocks separated as many aircraft converged. Aircraft Y was part of a flight I had broken up for in-trail spacing to hand off to another sector. Aircraft X was handed off to me from (Specified) Departure; proceeding direct an intersection and climbing. I had stopped Aircraft X's climb to FL290 since the (Specified) inbounds would start asking for lower. I became preoccupied with other situations and radio transmissions to other aircraft that when the proximity of Aircraft Y and Aircraft X to each other was noticed. The aircraft were just about passing each other's left side with Aircraft X climbing out of FL250. The auto conflict alert alarm never sounded and aircraft passed with 'green between' on a 180-200 mile scale on my radar display.Take account of all traffic when using interim altitude; stopping Aircraft X at FL250 would have kept him below Aircraft Y. Do better job of scanning and projecting potential conflicts. Ask the other sets off eyes watching scope to query me and remind me about impending situations early.




Synopsis: Enroute Controller stated workload and traffic volume was extremely high. Reporter did not notice close proximity of two aircraft until they were side by side losing required separation. Reporter stated conflict alarm never activated.
Date: 201405
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 20
Light: Daylight
Aircraft: Cessna 195
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: AWOS was checked for airport conditions. Wind report was 250 degrees at 8 knots. The upwind pattern check of the windsock on the approach end of the runway indicated wind was almost straight down the runway. The wheel landing was good with a normal rollout. Once the tail was ready to transition to the three point attitude at midfield a 90 degree crosswind pitched the aircraft to the right. Applying full left rudder and hard braking the aircraft continued off the right side of the runway and down the sloped shoulder off the asphalt. The aircraft rotated approximately 120 degrees and stopped. There was no contact with any structures or other aircraft. The left wingtip hit the dirt and was damaged. There was also damage to the left wheel and gear strut. The aircraft was then taxied to the tie down area and secured. The aircraft will be evaluated for repair and not returned to flight until repaired. The midfield cross wind was unexpected and I was not able to control the aircraft during the transition to the three point attitude. If AWOS included a midfield cross wind warning this would have been important preventative information.




Synopsis: C195 pilot experiences a sudden crosswind gust during landing roll and departs the runway causing damage to the aircraft.