elihoole/asrs-aviation-reports huggingface dataset:
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: clear; 10
Aircraft: Bellanca Aircraft Corp Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Lost power at approximately 1;000 feet toward end of climbout to remain in pattern for touch and go's was probably 1/4 to 1/2 mile beyond end of runway; turned back to runway and informed Tower I had lost power and needed to land. I checked for any remedial problems and saw none; but noticed my prop was not turning. I proceeded to land back on runway and coast to a stop on the taxiway. I was able to hand push the plane to the fuel pumps and added fuel and the plane then restarted. the puzzle being the plane only took approximately 26 gallons when the tank holds 36; though only 32 usable; so I think there is some chance I might have had a vacuum created in the fuel tank. I do run un-vented fuel caps per a notice regarding the Aeronca sedans because with vented caps there had been some incidents of planes running out of power attributed to the wing at higher pitch up creating a vacuum at the tank. The Aeronca Sedan has a belly vent that faces forward to pressurize the fuel tanks; or I could just have not realized how low the fuel was and it lost power because of the pitch up for climb then couldn't restart because the prop stopped turning i.e. I didn't pitch down aggressively enough.




Synopsis: Aeronca pilot reported the engine lost power during initial climb. The pilot was unable to restart the engine and returned to the runway to a successful landing. Post flight; the pilot conjectured that the engine failure could be due to inadequate fuel or a vacuum in the tanks.
Date: 201710
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: External Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At the gate; smoke noticed coming from outside First Officer (FO) side window; possibly from the ground power connection port as a result of ground power chord. We quickly removed all boarded passengers and crew; shut off the ground power to the aircraft and called for the fire trucks on ground control frequency. Our Maintenance personnel also came to the aircraft to analyze the situation. We removed the aircraft from service. Myself and my crew along with each passenger continued on another aircraft.




Synopsis: B737-800 Captain reported smoke emanating from the First Officer's side external to the flight deck possibly from the external power connection. The crew and passengers evacuated.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-20 Pacer/PA-22 Tri-Pacer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G L66
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Second reporter function: Pilot Flying
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Ground loop on runway.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Tri-Pacer pilots reported their aircraft performed a ground loop upon landing.
Date: 201305
Local time of day: 1801-2400
Location: N90.TRACON, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
ATC / advisory: TRACON N90
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Other / Unknown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: During planning of a NYC SFAR VFR flight down the Hudson; I specifically asked about TFR's in effect and was told there were none.  I discovered while with approach and flying down the Hudson that X Stadium did have a TFR in effect.  I was given excellent radar service to divert toward the west; but feel the dissemination of scheduled game events must be improved upon -- allowing Flight Service to give such TFR info in a timely manner.  Incidentally another pilot in the area was reprimanded by ATC for not knowing about the TFR.




Synopsis: C172 pilot reports discovering airborne that a sporting event TFR is in effect and is aided by an N90 Controller.  TFR's had been specifically checked prior to departure with none reported.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Enroute; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Training / Qualification; Communication Breakdown
Second reporter function: Enroute; Trainee
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: Aircraft X departed ZZZ on an IFR flight plan. I was conducting training at the time and was sitting at the adjacent scope. On initial contact the trainee climbed the aircraft to 3;000 feet. A few minutes later my trainee goes to terminate radar services and the pilot said he's IFR wanting practice approaches. I immediately took over and vectored the aircraft away from the Minimum Vectoring Altitude and climbed them to 3;500 feet. The aircraft entered the Minimum Vectoring Altitude MVA below the minimum altitude.


Second narrative: At approximately XA10z Aircraft X departed ZZZ airport Runway XX left assigned heading 160 IFR. I on initial contact gave Aircraft X a VFR climb to at or below 3000 which he read back and complied with. Approximately two minutes later I gave Aircraft X instructions to turn on course ZZZ1 airport. Both instructions mistakenly VFR instructions; which Aircraft X complied with. Approximately XA15 I terminated Aircraft X; instructed to squawk 1200 and change to advisory frequency approved. Aircraft X responded with 'I just want to make sure we get the right IFR cancellation for our flight plan' at that time I realized that they were not; in fact VFR; but an IFR aircraft. My trainer immediately took action to turn Aircraft X away from the antenna. Which they were within the 3300 ft MVA of at 3000 ft. Aircraft X immediately reported the antenna in sight and was given a turn for their IFR approach to Runway X at ZZZ1 airport. The weather was VFR. The antenna is 2348 feet tall. A better scan on my part. The IFR flight plan was sitting in front of me; also he showed IFR in the radar data block.


Synopsis: TRACON Instructor and their developmental reported they allowed an IFR aircraft to fly below the Minimum Vectoring Altitude because they thought the aircraft was on a VFR flight plan.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When descending on the arrival; we were given a vector to join final that kept us high on the approach while following traffic to [the runway] I disconnected the autopilot to catch the glideslope; I ended up getting about a dot low on the glideslope and got an ATC low altitude alert at approximately 1500 ft.  I corrected on the glideslope and landed without further incident.




Synopsis: Air carrier First Officer reported starting out high on approach; disconnected the autopilot to adjust and wound up getting low on the glideslope with ATC issuing a low altitude alert. Pilot reported correcting and landed.
Date: 201406
Local time of day: 1201-1800
Location: ANC.Airport, AK
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ANC
ATC / advisory: Tower ANC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Pilot Not Flying; Captain
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Procedure; Airspace Structure
Primary problem: Ambiguous

Narrative: We were cleared the visual approach to Runway 15 in ANC. Multiple targets were called out to us by ATC during the approach. While established on visual approach inside of KANSY; traffic was called out to us by Tower. Negative contact by the First Officer (PF) and Captain (PM) on the approach. TCAS traffic was noted on our Navigation Display 100 FT below us. Captain stated 'shallow out descent' or something to that effect. I proceeded to raise the pitch of the aircraft and start a climb when TCAS RA Climb occurred. I complied with TCAS RA. We notified Tower of the TCAS RA Climb and subsequent go-around. Another visual approach to Runway 15 was accomplished to a full stop landing.


Second narrative: On visual approach and fully established on the ILS for Runway 15 into ANC we received a TA passing through 1;200 FT AGL. I told the First Officer the flying pilot at the time to level off and I tried to acquire visual contact with the traffic. Several seconds later we received an RA climb command and complied. After clear of conflict we performed a go-around and re-sequenced for a second approach.


Synopsis: B747-400 flight crew experiences a TCAS RA during a visual approach to Runway 15 at PANC and complies with the RA then goes around.
Date: 201901
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Dawn
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: First Officer was flying. I was working the radios. Early morning arrival into LAX. Radios were quiet due to time of day. Slowed us down way early due to turning the airport around. They changed our arrival on the previous Approach Control frequency due to landing on 24R versus 6L. Now on HLYWD1. Cleared for ILS 24R at SEAVU. We briefed and input 24R. Next controller informed us that we were lined up for the wrong runway. We said previous controller gave us 24R. He said hang on...and assigned us 24R and gave us a new frequency. Landed on 24R without further incident.This government shutdown has put a heightened level of stress onto the shoulders of people who already have enough stress in their lives. You can see it on the faces of the TSA in the airports. And; you can definitely hear it in the voices of the Air Traffic Controllers. These people are under duress. All of this having been said; we are confident that we were following the directions given to us by our controllers. We were rested and alert even considering the time of day.




Synopsis: Embraer 175 Captain reported confusion between LAX Controllers on runway clearance; possibly due to government shutdown and the additional stress on ATC.
Date: 201902
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Airport; Human Factors
Primary problem: Human Factors

Narrative: I landed at dusk. I intended to land on Runway XX because the wind was almost calm; but another plane was waiting to take off from Runway YY so I made the advisory call and switched to Runway YY. On final to Runway YY I could see the other plane waiting; red light blinking; and I rushed to get down and get off the runway. I turned left too soon; missing the taxiway and running the Piper into a muddy field; with resulting prop and engine damage. With help from some local airport staff; I pulled the plane back onto Runway YY and used a tow bar to bring it over to transient parking. I called my flight club to inform them of the incident.




Synopsis: General aviation pilot reported a runway excursion.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Robinson R44
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
Aircraft component: Main Rotor
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Confusion; Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On a climb following the takeoff phase; an 'unusual' vibration was felt. The pilot decided to land on the nearest safe area offering access to a road in order to determine its cause. Upon landing it was determined that both tip caps of the main rotor blades flew off. The pilot decided to cancel further flying until the caps were replaced and decided to have the passengers picked up by car and driven back to the airport of origin.




Synopsis: Pilot executed a precautionary landing in a Robinson R-44 due to vibration. After landing; he determined that both rotor tip caps had flown off.
Date: 201405
Local time of day: 0001-0600
Location: ZLA.ARTCC, CA
Aircraft: Military
Operator: Military
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA; TRACON E10
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure; Aircraft; Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: I observed a Mode C intruder code XXXX enter my airspace from the Shoshone MOA.  The code was at FL222 the MOAs were active up to FL230.  The code spilled out approximately 3 miles into my airspace then I called Joshua (the controlling agency) and asked what the aircraft was doing.  They responded that they did not know; but would find out.  In the meantime; I was also working Aircraft Y climbing out of LAS and was out of approximately FL200 for FL380.  I stopped Aircraft Y's climb at FL210 until I observed the code return to the MOA.  I observed Aircraft X about 10 miles outside the MOA before it turned back.Joshua should have called me to point out the aircraft.  It is somewhat disconcerting to have an active MOA only 4 miles away from the LAS departures especially when spill outs are possible.




Synopsis: ZLA Controller describes scenario where a spill out happens close to a busy airport's departure path.
Date: 201605
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Flying into CLT on the IVANE5 RNAV arrival and we had 18L transition selected. ATC gave us 'landing south' when they cleared us for the IVANE5. When the IVANE5 and 18L transition was selected we had a FMC message stating 'drag required after IVANE'. We locked in the altitude crossing at MSTRD at FL 270 so as to have a GEO path for the VNAV. We were on the path and on airspeed for all the fixes leading up to and through LETKE at which time ATC gave us the RWY 23 transition. We selected the 23 transition and we were still on the path and on airspeed. As soon as we crossed LETKE on the path and on airspeed; we got the 'drag required' message again. The First Officer already had full speed brakes selected. The airspeed magenta bug went from 270 for LETKE to 250 for MAJIC and quickly to 230 at BABZE. Even with full speed brakes and a 30 Knot headwind the airplane would not slow down from 270 and increased to 280 and we remained on the path. It was totally impossible for the aircraft to slow down to meet the airspeed requirements at MAJIC or BABZE.So as not to fly above 250 knots below 10;000 feet we elected to come off the path to slow to 250 knots. We were approximately 30 Knots fast at MAJIC and we were high and fast at BABZE. We notified ATC that we were not going to make the airspeed or altitude restrictions at BABZE. ATC asked if we could make JEPHS at 210 knots and 6000 feet; which we said we could; but ATC vectored us off the arrival before we got to JEPHS. On the next flight from CLT on the same aircraft we had a 'FMC DISAGREE VERTICAL' message which we did put into the log book. In summation we were flying the IVANE5 arrival perfectly; and we believe that the arrival itself has a flaw that makes it extremely difficult to meet all the restrictions; or if you have 18L selected and change to runway 23; then at that time the arrival is incompatible with the aircraft limits.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Air carrier flight crew reported having difficulty complying with the IVANE5 RNAV STAR into CLT; believing that it is unrealistically designed to execute in actual operations.
Date: 201905
Location: BJC.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class D BJC
ATC / advisory: Tower BJC
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Distraction; Time Pressure
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Descending into BJC; I encountered a single remote drone at my altitude off my left wing. Reported to BJC Tower immediately since I was already in contact with the for arrival. This was a silver & black drone.




Synopsis: BE35 pilot reported a NMAC with UAV during arrival to BJC airport.