elihoole/asrs-aviation-reports huggingface dataset:
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: [We] were on final for 27L already having received clearance for a touch and go. Tower suddenly instructed [us] to make a right 360 turn for spacing. With little time to react and the possibility of an aircraft ahead on a short approach; the IP (Instructor Pilot) decided to carry out the instruction. The aircraft was low to the ground; slow and crossed the final for 27R during the turn; flying towards an oncoming aircraft. The IP called tower to check on the situation and it was obvious that the initial instruction had been given to the wrong aircraft. A third aircraft was then spotted turning base for 27L and were then told by Tower to go-around. [We] completed the turn and were cleared to land 27L.The IP debriefed the student after the flight and discussed the tower's instruction and how the IP could have avoided the situation so that the same mistakes aren't made in the future.




Synopsis: Instructor pilot reported an NMAC in the pattern at ZZZ airport.
Date: 201402
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the PIC flying inland and upon reaching the shoreline; approximately 5 NM from my destination; I noticed that the Tachometer was malfunctioning reading near zero. Very shortly after noticing this issue; there was a noticeable surge of engine RPM; and a very noticeable vibration. I reported to Approach that I was experiencing a propeller run away situation; which I thought was related to the malfunctioning Tachometer. I did not report an emergency; but requested priority handling. I adjusted the controls to what I thought was a propeller runaway situation; but then noticed that the EGT and CHT indications for cylinder Number 3 were dropping past normal operating ranges. That is when I realized that the Tachometer issue I was experiencing was completely unrelated. At this point I realized that the vibration I was feeling from the engine; and lack of performance; was due most likely to a malfunctioning cylinder valve. At this point I informed Approach that I would be officially declaring an emergency; and would need to be kept at my current altitude until 2 NM from the landing runway. Once there; I was given a turn to base; and given a landing clearance. The rest of the flight ended without further incident; no fire; no injury; and no further damage to my aircraft or other aircraft. A statement was given to DOA and the fire department.




Synopsis: A PA-32 tachometer was indicating near zero when the engine began surging along with a vibration. After troubleshooting the pilot realized that probably a cylinder valve malfunctioned; so he declared an emergency near his destination airport.
Date: 201605
Local time of day: 0001-0600
Location: ZAB.ARTCC, NM
Weather elements / visibility: Thunderstorm
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Human Factors; Staffing; Weather
Primary problem: Staffing

Narrative: This was a mid shift with lower staffing on a holiday. Lots of convective weather all through the southwest USA and up to Nebraska and further north. There were breaks in the weather through all of my airspace and south. With a few breaks up in Colorado but as the night progressed the northern breaks in the weather closed off so all aircraft were being routed or deviated through my airspace. There were too many planes and too much miscommunication for me to issue any depicted precipitation to multiple aircraft per 7110.65 and further emphasized by our local .149. As a Certified Professional Controller I was unable to coordinate with all the downstream sectors for the directions that aircraft were deviating. I also was unable to accommodate 4th [line] coordination. At one point in the evening ZKC had called and said they wouldn't take handoffs if I didn't get 4th line deviation information in. There were so many planes that I did not follow protocol on I cannot recall all of the aircraft ID's.As air traffic continues to increase more and more in volume it is ridiculous that Traffic Management Coordinators go home and it is a free for all for aircraft with no relief from Traffic Management Unit. There should have been Traffic Management Initiatives to prevent so many aircraft through one area. The Operations Manager In Charge did an amazing job of trying to assist 'in house' with routing planes out of the airspace or further south where there was no weather but it still was not enough. Additionally he had called the command center and was told 'they would see what they could do.' Planes should have taken delays on the ground rather than allowing a small section of airspace to become so saturated.




Synopsis: ZAB Center Controller reported of a mid-shift that was busy with weather deviations. Controller reported being so busy that he could not coordinated as needed.
Date: 201705
Local time of day: 1801-2400
Location: MLI.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Ambulance
Flight phase: Initial Climb
Airspace: Class C MLI
ATC / advisory: TRACON MLI
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Rotorcraft
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While taking off from a helipad and climbing to 400 to 500 feet AGL; I contacted Quad City Approach and received a new squawk code when the aircraft TCAS alert went off. As I was responding to Quad City Approach I saw an airliner fly above us. I was advised by Quad City the airliner passed over us by 300 feet. I estimate we were approximately 1100 to 1200 feet MSL when we had the airliner fly 300 feet above our helicopter.Radio contact with Quad City approach when taking off from the helipad is best if we can get a little altitude. It is not normally in the approach path of aircraft coming into MLI so it has never been a safety issue to contact ATC shortly after liftoff. The airliner must have been on Quad City tower frequency and I was on Quad City Approach frequency.




Synopsis: Helicopter pilot reported a NMAC with an airliner in the vicinity of MLI airport.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Fighting Falcon F16
Aircraft component: Landing Gear Indicating System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: We discovered that the Right Main Landing Gear 'Down' indication was not illuminated while performing the Before Landing Checklist. We initiated a go-around and leveled at 2000 ft with the flaps at 5 and the gear still down. Arranged for delaying vectors with ATC and began to run the appropriate QRH checklist. As we were working through the checklist; ATC indicated that there was a USAF F-16 about 10 miles from us and asked if we wanted the F-16 Pilot to inspect our landing gear. I requested the inspection and the F-16 Pilot reported that the gear appeared to be extended normally. We completed all appropriate checklists to include checking the gear down stripes from the viewer in the floor of the Passenger cabin. Satisfied that the gear was down and locked; our landing was normal and uneventful.


Second narrative: We coordinated with lead Flight Attendant to come up to flight deck; he did just that. After returning to flight deck; we made sure all checklists were complete. He also verbally told me that visual check showed gear was down and locked.


Synopsis: B737 flight crew experienced a landing gear indication problem. After following all QRH procedures; the crew was confident that the landing gear was down. The crew elected to allow a local F-16 to fly close by and reconfirm the landing gear position. The aircraft landed normally.
Date: 202001
Local time of day: 1201-1800
Location: JAX.TRACON, FL
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZJX
ATC / advisory: TRACON JAX
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Trainee
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Aircraft; Airspace Structure; Human Factors
Primary problem: Aircraft

Narrative: Aircraft X was on a vector towards the JAX Runway 08 downwind; to miss coastal traffic (as is the norm). I amended the assigned altitude for southbound VFR traffic that I noticed at 047 in a climb. I couldn't turn Aircraft X towards the field due to Northbound IFR traffic at 050; or left due to adjacent center airspace. My attention was diverted for other duties momentarily; when I noticed the VFR aircraft still in a climb. I issued a right turn heading 040 to Aircraft X to pass behind the traffic; but it was too late. I issued another traffic call; and Aircraft X responded to a resolution advisory in the turn. Aircraft X was able to accept vectors shortly thereafter to avoid the IFR traffic at 050; and continue the descent.It is only a matter of time before a loss of human life occurs over FHB airport or the coastline east of JAX. There is far too much VFR traffic to dodge with air carriers. It's just that simple.There needs to be a Class C extension; a Class B implemented; or a tower with a Class D at FHB that extends over the ocean. It might also work to swap the arrival and departure gates (LUNNI and CROSB) to the ZJX 53/54 (SSI/JKL) sectors. There needs to be a systemic review of this airspace - it isn't safe.




Synopsis: JAX TRACON Controller reported an airborne conflict between and IFR carrier and a VFR aircraft inbound to FHB.  Reporter also requested some type of airspace change over the FHB airport
Date: 201505
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZOB
ATC / advisory: Center ZID
Reporter organization: Government
Reporter function: Enroute; Handoff / Assist
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification; Distraction; Confusion
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Aircraft; Equipment / Tooling; Human Factors
Primary problem: Procedure

Narrative: PKB Tower called for release on Aircraft X. Aircraft released to FL090. I was relieved by training pair. I moved to D-side. Another couple minutes passed and no observed transponder and no communication from Aircraft X. I called Tower to advise on status of aircraft. Tower was suprised that we were not speaking to Aircraft X.  Tower broadcast for aircraft and aicraft called on level 9;000 feet. No transponder was observed.  When transponder was observed aircraft was 30 miles east of the of PKB airport in ZOB airspace. Pilot should turn transponder on when taking off or before.




Synopsis: ZID controller reports of releasing and aircraft with a void time; then moving to the D-side. Controller never observed the aircraft tag up; and after void time called Tower to see what was up.  Tower advised they should be talking to aircraft. Aircraft was still on Tower's frequency; 30 miles West of airport at assigned altitude.
Date: 201507
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: Marginal
Weather elements / visibility: Windshear; Thunderstorm
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ATL
ATC / advisory: Tower ATL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; 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: Weather

Narrative: Coming in on ILS to Runway 28. It was mostly clear skies. There were 2 cells with heavy rain. One to the North and one to the south of our course. There was one directly on the approach about 1.5 miles from the end of the runway with moderate rain. We could almost see the runway through it. Shortly after we entered in we got a decreasing wind shear warning. I did not initiate an immediate go around because my instrumentation was showing nothing different. No decreasing trend in speed; no unusual power settings we were still on speed and on glide slope. I thought it might be a momentary blip because of the shower we were going through. After a couple seconds the wind shear warning did not go away. I hit the TOGA button commanded the go around procedure. My First Officer did a great job of cleaning up the airplane and talking with ATC. Because we were below 500 AGL he went to max power and we got a momentary engine over speed message by this time we were clear and he pulled the power back to the normal go around power. All of this happened in a very short period of time; I estimate less than 10 seconds. We followed ATC vectors came back around and landed without incident.The rain shower that did not look that bad was worse than we thought. Everything went pretty well I probably could have initiated the go around sooner.




Synopsis: CRJ-200 Captain experienced a windshear warning below 500 feet AGL during approach and goes around; after a moment's hesitation.
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuel Crossfeed
Component problem: Malfunctioning
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Maintenance
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft; Software and Automation
Primary problem: Software and Automation

Narrative: Aircraft came in with MEL for two wing stub fuel tank pumps running together and unable to isolate pumps from each other. Trouble shot problem down to the fuel pump selector switch in the cockpit overhead panel. Canned fuel selector switch panel from Aircraft X which is currently in heavy check. When part was canned there was no physical indication on the part; which was still installed on Aircraft X; that there was a discrepancy written up against part in [the] maintenance software. After installation in aircraft OPS CHECKED GOOD NO DEFECTS NOTED IAW EMB 145 AMM 28-XX-XX as documented on Maintenance Logbook page 47XXXXX ITEM XX.When performing [the] maintenance software search for any open discrepancy's against the fuel switch panel search results were negative. However upon installation of new fuel switch panel in Aircraft X it was discovered that there was an open discrepancy located in the task section of [the] Job Card; which is not displayed or indexed in [the] maintenance software search parameters. Without opening each individual Job Card item there is no way to search through the task descriptions section of the Job Card. Canned fuel switch panel had no physical indication that there was a discrepancy against it and panel was still installed on Aircraft X.Add in a function to search task descriptions in [the] maintenance software.




Synopsis: Lead Technician reported using a cannibalized part and discovering it had an open item on it that was not apparent without a deep search using the maintenance software program.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Piper Aircraft Corp Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Distraction
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I planned a short flight from ZZZ for a business meeting. I was feeling stress due to business pressures. When I arrived at the airport; the aircraft was not ready as I had instructed which caused a delay; increasing my stress level. I started up; recorded the ATIS; called for my clearance; and received my taxi clearance to Runway XX. Arriving at the hold short point for Runway XX; I completed my run up and before takeoff checklists. I was monitoring the ZZZ Tower frequency. Upon completion of my checklist and take off preparations; I happened to glance at my iPhone; which was laying on the co-pilot seat. I saw an urgent message from my daughter. Since I had not yet called the Tower; I decided to reply to her before take-off. After the text exchange; I taxied onto the runway and took off. At about 600 AGL; I received a call from the Tower rightfully informing me that I had not called them as ready for take-off and they had not cleared me to take off. I immediately realized he was correct. I was shocked and dismayed at this mistake. The controller asked me to write down a number a call him after the flight; which I did. The root cause of this incident was stress and distraction. My mindset was not appropriately relaxed and focused to begin with; and the text message that I happened to see before takeoff added to my distraction. Additionally; getting out of my pre-take off flow contributed. I lost track of where I was in the sequence of my checklist and I didn't stop to verify where I was and get back in it. I simply proceeded to make a normal take off. Corrective measures that I will implement will be: do not enter the aircraft unless I am focused on the task at hand; no longer simply lay the phone on the seat...I will turn it completely off and place it in my flight bag; and before entering an active runway; make sure I have received and written down and can verify my take off or runway crossing clearance.




Synopsis: General aviation pilot reported taking off without ATC clearance.