elihoole/asrs-aviation-reports huggingface dataset:
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Weather elements / visibility: Icing; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Human-Machine Interface; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Weather

Narrative: Initially; cruised at 7;000 ft.  From ZZZ to about the ZZZZZ intersection on V185; I was between layers.  ATC requested that I change altitude to an even thousand because I was now westward bound and gave me a choice of up or down.  Up would have put me in the clouds.  So; I requested down to 4;000 ft. because I knew that should be below the freezing level and below the ceiling as I progressed.  Upon reaching 6;000 ft.; I requested to stay at that altitude because I was still between layers and 4;000 ft. would have put me in the clouds for some time before reaching the higher ceilings.  Eventually; the layers merged and I was in the clouds at 6;000 ft.  A short time later; rime ice began to form.  In about a minute; I lost my airspeed indicator.  Just prior to a red X appearing over the G5's airspeed partition; the G5's airspeed tape quickly unwound and a stall indication began flashing.  Also; the GFC 500 autopilot had disengaged.  I told ATC I was in icing and received clearance to descend.The stall indication did not make sense.  But; I was confused by what was happening and pushed forward on the yoke so as to not take any chances. A recovery from a rapid descent and 180 degree turn was executed as I realized a stall was not happening and the auto pilot had disengaged.  ATC offered a 2;000 ft. altitude to get out of the clouds and in warmer temperatures.  I had turned on the pitot heat and the airspeed was functioning on both the airspeed steam gauge and the G5.  The plane was iced but flying without difficulty and the ice was melting rapidly. I turned back on course and continued without further incident below the clouds.  In retrospect; I should have descended to 4;000 ft. instead of stopping at 6;000 ft.  This would have put me in the clouds for awhile; but beneath the freezing level.




Synopsis: Pilot flying C-172 aircraft reported inflight icing.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: Helicopter
Operator: FBO
Mission: Passenger
Flight phase: Cruise
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Personal
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Airspace Structure

Narrative: I was doing a [flight] in south Florida and had a mid air collision with an unknown object. The [flight] was our shortest and has X legs airport to beach; shoreline and then back to airport. While flying offshore flying on the shoreline leg while around 300 ft. I collided with something which at first I thought was a bird but upon later inspection on the ground; I believe it to be a drone. I was unable to see the object since it came from below and was out of my field of view. Upon impact I made sure there were no adverse affects to the aircraft before landing as soon as practical back at the airport of departure. A big factor in this collision was flying low level close to the shore over the water. Drones and helicopters have rights to be in the same airspace under certain conditions and where I was it was legal for them to be there but for me as well. A corrective action for me would be to be mindful that drones could be up to 400 ft. legally and to not fly as low over the shoreline any more.




Synopsis: Helicopter pilot reported possibly colliding with a UAS at 300 feet. The helicopter continued its approach and landed at the airport.
Date: 201212
Local time of day: 1201-1800
Location: RSW.Airport, FL
Flight conditions: VMC
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class C RSW
ATC / advisory: TRACON RSW
Aircraft component: FMS/FMC
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight; In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were assigned the CSHEL 4 departure off Runway 6 in our pre-departure clearance. Upon programming and reviewing the departure I realized that the textual description didn't match the fixes that were in the departure. Specifically the textual description says to expect 'vectors to CSHEL; then via depicted route to PULEC' but the first fix after the initial heading was JUNLO. I wrote down and ensured I had the correct heading for CSHEL available and because we were VMC felt comfortable not asking for an amended clearance. After takeoff; ATC cleared us direct CSHEL just as described on the plate and I had to manually enter the fix. The rest of the flight was uneventful. Please check with Collins on the coding of the CSHEL 4 RNAV departure.




Synopsis: A C-560 FMS RSW Runway 6 CSHEL Four Departure reads 'RADAR Vectors; JUNLO...' but the textual chart states 'Rwy 6: Climb heading 058 or as assigned by ATC to 540'. EXPECT vectors to CSHEL; then via depicted route to PULEC.'
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 5
Light: Daylight
Aircraft: PA-30 Twin Comanche
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Unnoticed electrical issue with both alternators falling offline and battery draining without a discharge indication on the single ammeter. After release from flight following; switched to UNICOM for ZZZ. While enroute had noticed several indicators of electrical issue beginning but misinterpreted as flight control issues. Autopilot dropped offline. Electric trim then went inoperative. As the gear was lowered entering the pattern; all radios and other electrical equipment dropped offline and gear stopped in an intermediate position. Cycled alternators and battery. Able to retract but not extend the gear. Would pop the CB on each extension attempt. Cycled alternators again and saw a large 50 amp draw by the battery on ammeter. Circled the airport a bit and determined battery charging by the drop in amps on ammeter. Decided to fly long enough to re-charge battery before trying to lower gear again electrically. Decided to Return to Base (RTB). More familiar airport. Unable to raise anyone on UNICOM before losing radios; so not sure if any support/equipment would be available. Flew direct line via visual references. Potentially passed through cold Military Operating Areas (at least they were cold on the way over) and remained just outside the edge of the Class D airspace. Once battery appeared re-charged; cycled CB for alternators and gear. All electrical systems appeared normal. Normal gear extension. Normal approach and landing with no further issues.




Synopsis: A PA-30 pilot reported his battery was drained when both alternators dropped off line. He reset the alternators and returned to the departure airport; flying long enough to charge the battery for landing gear extension.
Date: 201512
Local time of day: 1201-1800
Location: SGJ.Airport, FL
Flight conditions: IMC
Weather elements / visibility: 2
Light: Daylight
Aircraft: PA-34-200T Turbo Seneca II
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E JAX
ATC / advisory: TRACON JAX
Aircraft component: PFD
Component problem: Design
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Training / Qualification; Confusion; Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was vectored for the ILS in IFR conditions; flying on autopilot.  Set my Garmin 530W for the ILS.  The PFD in my aircraft is an Aspen Evolution 1000.  As the ILS signal began to center; I changed the autopilot mode from heading hold to GPS; since the Aspen had the final course clearly shown in the HSI portion.  Airplane immediately turned right.  At the time; I had no idea why my Autopilot went nuts.  I disconnected the AP; hand flew back to the ILS; but the display on the Aspen was completely wrong - the unit was REVERSE SENSING.  I used my backup ILS to continue that approach and broke out at 600'.  A very scary ride because I didn't know what was wrong with my autopilot.  Now that I've figured it out; I think there's a flaw in the logic of the Aspen Evolution 1000. For all flight modes except an ILS; the Aspen autosets the course.  However; for an ILS; the Aspen remembers your LAST manual course setting.  Mine was MONTHS prior and happened to be 130; exactly opposite of the approach that I was attempting.  Rather [than] suggest a course; or leave in the last course you had been flying; Aspen reverts to a course that could be months old and definitely not what you're attempting to fly.  In the soup; this can easily lead to a fatal crash.  Had I not be proficient flying without the autopilot and noticed the deviation immediately; I too could have been a fatality.It seems that the Aspen has all of the necessary information in the box already to auto set the course that could be refined by the pilot once the approach has been set.  To revert to some random prior course is just nuts.  In all IFR flying in every airplane I've ever flown; the only time I don't need to set a course is on an ILS; but with the Aspen Evolution; the only time I MUST set a course is on an ILS.   Failure to remember that fact could kill someone if it hasn't already.




Synopsis: PA34 pilot; using an Aspen Evolution 1000 and Garmin 530; reported being confused when the autopilot turned the wrong way from what he expected while intercepting the ILS. He disconnected the autopilot and hand flew the approach successfully.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: PA-34-200T Turbo Seneca II
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Conflict NMAC
Result: Flight Crew Took Evasive Action

Narrative: This was a practice approach to ZZZ RNAV XX.  I was the Instructor in the right seat.  We had requested the practice approach from ZZZ Departure and was cleared for the approach and had changed to the ZZZ CTAF frequency. We had made several radio calls of our location. Our airplane has a Garmin 530W with ADSB and Traffic. Also onboard was an iPad with Foreflight and a Status 3. At no time did we get any traffic warning or observe Aircraft Y in the pattern at ZZZ. We were on short final at about 1/2 SM and 500 MSL. When my Pilot (Student) spoke out of the near aircraft; as I looked out the right window I observed Aircraft Y within 100 feet.  I immediately took the flight controls and made a descending right turn towards the south away from the aircraft.  I then transmitted that we were turning to avoid the aircraft that had just flown over us.  There was a long pause when a female voice transmitted that they didn't see us.  We circled around and re-entered the pattern to land.  The other aircraft had continued their approach and landed.  After we landed and taxied around for another takeoff; I observed the plane parked at the fuel with two individuals standing near the aircraft doors. When the aircraft departed; our equipment showed the aircraft but no display of a tail number.  Prior to this incident; our equipment had been reporting other traffic.




Synopsis: PA-34 flight instructor reported an NMAC while on approach to a non-towered airport.
Date: 201903
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Light Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airport
Primary problem: Human Factors

Narrative: The aircraft was Aircraft X and we were departing from ZZZ. We began to taxi to Runway 24. Multiple aircraft were departing at the same time and all were using runway 24. We taxied out to Runway 24 and were number 3 for takeoff at the time. Upon being number 1; we stated on the CTAF we were taking runway 24 for an eastbound departure. Before that time we did not hear any on CTAF nor after we made our call. I then set takeoff power and we started the takeoff roll. At about 40kts we notice an aircraft's landing light from the opposite direction and immediately powered to reverse and applied max brakes. The other aircraft looked to be doing the same and we made another call that we were aborting as there was another aircraft attempting a takeoff in the opposite direction (runway 6). We taxied off at taxiway J and got back in line with the rest of the aircraft departing runway 24.




Synopsis: Captain reported a ground conflict with an aircraft taking off in the opposite direction during their takeoff roll.
Date: 201909
Aircraft: B787-1000
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Staffing; Procedure; Company Policy; Human Factors
Primary problem: Procedure

Narrative: Unqualified tech assigned to work ETOPS in violation of GMM 03 01 05 section E item 2.




Synopsis: Technician reported that Company is using Non ETOPS Qualified Technicians to perform ETOPS predeparture checks in violation of the GMM.
Date: 201702
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
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: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Windshield arced and then cracked. Went through QRH; completed all steps. Diverted back to [departure airport].




Synopsis: B767 First Officer reported returning to the departure airport after a cockpit window cracked in flight.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Fractional
Operating under: Part 135
Mission: Passenger
Flight phase: Other Towing
ATC / advisory: Ramp ZZZ
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Parked
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Procedure

Narrative: We called the FBO upon taxiing in. Line Service said park anywhere up front. I found a yellow parking line and offloaded the passengers. Line service said we were parked in the 'airline area'. There were no SIDA (Secure Identification Display Area) red markings anywhere. Line service said we could either start up and move or he could tug us. I requested the tug. He brought the tug and asked me to release the brakes. I went on board; shut the door and released the parking brake. I went in the back to tend to the cabin. The plane was slowly moving backwards at what I perceived to be a normal towing speed. I happened to look up and see the tug not attached to the plane. I pulled the emergency brake and stopped the aircraft. The nose wheel scissors were spun 180 degrees exceeding the 90 degree restriction. I asked the line service guy what happened. He said the plane started to roll when he was hooking up the tug. The plane didn't hit anything and did not depart the paved surface. It rolled about 75 feet.I should have double checked the line guys work and made sure The plane was chalked before I released the brakes and not just trust his release the brakes request. Also the ramp should be marked as a SIDA area with red lines as normal. The FBO should be clear when they're not out to park us and not say just park anywhere up front.




Synopsis: CE680 pilot reported they parked in an area designated for commercial aircraft because it was not properly marked and had to be towed to the correct area. The tug driver told the pilot to release brakes and the aircraft rolled backwards prior to being attached to the tug.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was working Ground Control. We received a call that a helicopter declared an emergency about 10 miles southwest of the field and was making a straight approach to Runway 4 to get on the ground ASAP. After the aircraft touched down; Runway 4/22 was closed due to the disabled aircraft and Airport Operations and ARFF vehicles responded to the aircraft. Aircraft X called for taxi instructions. He was issued his squawk code and instructed to taxi to Runway 18L and to cross Runway 9 and hold short Runway 18L. At the same time; another aircraft was inbound with an emergency; an aircraft without any hydraulic power and I was trying to coordinate with another ARFF vehicle holding short of Runway 18L. Other aircraft were calling for taxiing instructions and clearances; as well as Flight Data and CIC relaying information to me about the emergencies. As I was talking to the ARFF vehicle; an Aircraft X crossed Runway 18L without clearance and Local Controller had to send another aircraft around. After trying to call the Aircraft X prior to going onto the actual runway and then again after he got off; he responded. After listening to the tapes; it was evident that the Aircraft X did read back the appropriate taxi instructions but never used his call sign. Even with the circumstances that were occurring with 2 emergencies and runway closures and all vehicles trying to coordinate and request to assist; as well as other aircraft calling; it is no excuse to miss a read back instruction. Once I read the taxi instruction to the Aircraft X; I should have kept my focus in hearing the read back instead of getting side-tracked with other requests and coordination. I will work harder to make sure the aircraft does use the call sign when reading back hold short instructions a little more closely and this won't happen again.




Synopsis: Ground Controller reported a runway incursion event during multiple emergency events when he failed to use proper phraseology/procedures with a read back.