elihoole/asrs-aviation-reports huggingface dataset:
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: No Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Human-Machine Interface; Situational Awareness; Time Pressure; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working Local 1. I had coordinated a runway crossing with ground control to cross a vehicle behind a departing aircraft. Policy at ZZZ is once the aircraft is airborne to begin crossing the aircraft or vehicle. This violates a change to the 7110.65 where the aircraft has to be through the intersection; regardless of altitude; before the crossing can be initiated. The ASDE-X alert went off even though the departure was sufficiently airborne. The supervisor logged the alert. The change to the 7110.65 needs to be reiterated and procedural changes need to occur. Most; if not all the controllers at ZZZ follow the practice of 'leading' a crossing once a departure is airborne; as opposed to that aircraft being through the intersection.




Synopsis: Tower Controller reported a ground conflict and attributed the FAA 7110.65 as a contributing factor.
Date: 201907
Location: ZZZ.ARTCC, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: APU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We started the day with the #2 generator not connecting after engine start.  It was then MEL'd so we had to use the APU in flight.  On our fourth leg; (ZZZ to ZZZ1) during the climb to FL410; the APU shutdown disconnecting the autopilot and leaving us with only the #1 generator.  We ran checklists; coordinated with Dispatch and contacted ATC with intentions.  We diverted to ZZZ2 [advised ATC] (since we were unsure why the APU shutdown) and landed without incident.




Synopsis: A B737 pilot reported that after being dispatched with an inoperative engine driven generator; the APU shut down in flight for an unknown reason; which necessitated a divert due to single generator operation.
Date: 201211
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Airspace: Class B ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While flying the approach; we experienced a flap malfunction while selecting flaps to 15. We initiated a go-around and advised ATC of our problem. We declared an emergency; and ATC gave us vectors while we ran our QRH. We advised the flight attendants and passengers and once all checklists were completed; returned for landing.

Callback: Reporter stated aircraft type was B737-800.



Synopsis: B737-800 Captain reported trailing edge flap malfunction on approach. They initiated a go-around; declared an emergency; and landed safely after running the QRH.
Date: 201304
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
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: Fuel Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Manuals
Primary problem: Aircraft

Narrative: Maintenance problem. We had a fuel transfer in flight from left main to center tank. Accomplished QRH procedure; which basically says to re-balance fuel and make a maintenance log entry. Normally when this happens; re-balancing once or twice fixes the problem. On this flight; we had to re-balance multiple times. There was no external leak and the problem was manageable. I felt continuing was more prudent than diverting and landing overweight. We continued on our flight; landed uneventfully. I wrote up a 3 page maintenance log write-up discussing the problem in detail.  There is no QRH guidance for continued operation with this problem. Although we did not violate any procedure or limitation; and all agreed we were OK to continue the flight. My first officers suggested filing a report.A follow-up with Maintenance revealed a fueling valve that did not fully close. The only suggestion I would make is to perhaps put some guidance in the new 767 QRH.




Synopsis: A B767-300 fueling valve did not completely close after refueling so left tank fuel continuously transferred into the Center tank requiring the crew to repeatedly re-balance the fuel tanks.
Date: 201508
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: VNAV and LNAV did not engage at the transition resulting in being high at the transition. ATC gave us a vector for a visual approach; but no descent clearance. Auto pilot disconnects causing a distraction.We were now trying to descend get to a proper flight path; rearm the approach and prepare to land. My visual perspective appeared to be high on final due to the airport physical features.We were issued a low level altitude alert by the Tower. We leveled caught the VASI and we were configured and stable well above a 1;000 feet MSL.We landed safely and taxied to the gate.I feel a late notice from ATC indicating what transition was being used caused us to be in a hurry to select it in the FMC. We must have had a disconnect in our arrival but now had to turn the aircraft in a hurry. The auto pilot disconnect added confusion; then we needed to descend rapidly in order to get back to profile and configure for landing.It was an unfamiliar arrival added to an unfamiliar approach coupled by things not falling into the usual sequence. Earlier ATC clearances would have allowed more time to properly verify the FMC.




Synopsis: In the process of trying to correct to the proper flight path on an approach; the flight crew was issued a low altitude alert by air traffic control. After taking corrective action and stabilizing the approach; a safe landing was accomplished.
Date: 201411
Local time of day: 1201-1800
Location: DAB.TRACON, FL
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C DAB
ATC / advisory: TRACON DAB
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Time Pressure; Distraction; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure; Staffing
Primary problem: Staffing

Narrative: The aircraft involved checked on frequency with a request for a surveillance approach to runway 7L full stop at DAB.  I immediately reported his request to the supervisor on duty.  Normally the supervisor finds someone to come in and run the surveillance from a different scope.  When the aircraft was 5 south of the final I then said again 'My traffic for the surveillance is now 5 miles south of the final.'  The supervisor then with attitude asked if I could run the approach because she had no FPL's to do it.  I said negative due to traffic volume.  She then ordered me to close the S-AR scope and give all 6-7+ aircraft to N-AR to work so I could run the approach.  I complied and closed the position.  At this point the N-AR scope just doubled his traffic volume to 13+ aircraft.  I continued to vector the IFR aircraft throughout the airspace while the N-AR controller dodged my traffic.This is by far the most ludicrous form of power I have seen at this facility.  On the second busiest travel day of the year I was forced to close a scope and double the complexity and traffic for another controller.  Safety was absolutely compromised during this situation.  It took me 5+ minutes after the approach was finished to get a briefing back from the N-AR scope to reopen S-AR because of saturation.  'Unable' is never used at this facility we continue to be forced to work traffic passed the realm of safety.




Synopsis: DAB TRACON Controller reports of an aircraft that requests a surveillance approach to DAB. Controller advises FLM then is ordered to combine his position to another Controller and then run the surveillance approach.
Date: 201702
Location: PDK.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Taxi
ATC / advisory: Tower PDK
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing on runway 21L at PDK; we were instructed by the tower to hold short of runway 21R on taxiway Foxtrot. We were soon after cleared to cross runway 21R. I knew that another airplane had just landed on 21R so I assumed that the other airplane was doing a full-stop landing and was going to turn off of the runway at either taxiway D; B; or C. As we crossed over the hold short line; I looked down the runway and saw that the other aircraft was actually doing a touch-and-go landing and was accelerating down the runway in our direction. I applied the brakes and stopped just short of the usable surface of the runway. At the same time; the controller came over the radio saying 'Stop!' Once the other aircraft had passed by; we were cleared across 21R again. We continued without further incident. I called the tower on the telephone later to ask what had happened. The supervisor that I spoke to; gave his account; which was the same as mine.




Synopsis: GA instructor pilot reported he stopped short of runway 21R at PDK when cleared across by Tower to avoid another aircraft doing a touch and go.
Date: 201605
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Night
Aircraft: Beech 1900
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While conducting a training flight we were conducting stall maneuvers. The first one was a departure stall. When the FO reduced power a momentary compressor stall occurred between 1000 and 500 [FT-LBS of Torque] (LEFT Engine). Engine did not flame out. We terminated the training flight and was given clearance to descend to 8000 ft. I began the descent and upon power reduction the left engine had another compressor stall this time with a bright white flash outside the capt side window coming from the exhaust area right side. We decided to [advise ATC] and return to [departure airport]. At approximately 4000 ft another stall/white flash was seen at approximately 800 [Ft-Lbs of Torque]. The auto ignition had been armed by this point. Landed and CFR noted smoke coming from left engine during taxi.




Synopsis: The Captain of a Beech 1900 reported several engine compressor stalls during a training flight.
Date: 201705
Local time of day: 1801-2400
Location: SAT.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C SAT
ATC / advisory: TRACON SAT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Workload; Time Pressure; Situational Awareness; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working APW [Approach West] which is the final position for SAT on a RWY 13R/L flow. The weather was unrestricted VFR. I told Aircraft X to follow an aircraft and cleared him for the visual approach. Aircraft X extended his base to a point that was taking him over 5C1. In the vicinity of 5C1 were multiple primary and secondary radar targets. As his separation increased to approximately 9 miles I inquired if he still had the aircraft in sight. At that moment; one of the primary aircraft's transponder turned on. The target was about 1 mile from Aircraft X indicated 4500 feet converging rapidly. I immediately told Aircraft X to turn right heading 090 immediately and issued the traffic alert. Aircraft X did not respond; but appeared to be turning and climbing. He later advised me he was responding to his TCAS advisory.There are a few things that could be done. We currently work in Class C airspace; but due to the amount of departures we have we are not allowed to be a Class B. I think if there were a waiver for this and we could be Class B; we could more effectively control the traffic in and around this airport. Another option would be extending the Class C so that at the very least they would have to be talking to us in order to climb that high and we could control them better from that perspective. The one thing I do know and I am not saying this lightly; if we do nothing it is not a matter of if a mishap will occur; it is a matter of when. 100%; if this problem is not addressed there will be a catastrophic breakdown in the safety of air traffic.




Synopsis: SAT TRACON Controller reported of an unsafe issue when an aircraft on a visual approach was following traffic and became extended over another airport; and traffic around that airport.
Date: 201404
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Control Valves
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
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 FLC Overrode Automation
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Descending through precipitation; we accumulated moderate rime ice on the windscreen. I looked up at the anti-ice valves and saw they were closed. I waited approximately a minute and a half for them to open [automatically]; then I manually selected them on; after which we received the Anti-Ice On No Icing message on the EICAS. The ice detectors did not detect ice for two to three minutes after overriding the automatic function. After the anti-ice system automatically turned on it stayed on for five consecutive minutes. The start of the event was around 17;000 FT and a TAT -16C. The event ended around 11;000 FT and a TAT -11C. We had no further issues.




Synopsis: An EMB-145 Captain noted that; although they had been accumulating rime ice on the windshield the icing valves had not automatically opened.  When he opened them manually the EICAS opined 'Anti-ice On/No Icing.'
Date: 201508
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Personal
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Launched UAV without contacting Tower; NOTAM was filed and Tower personnel were made aware of UAV flight prior to launch. Next time call tower using cell phone to let them know of each launch. Aircraft never exceeded 20 feet AGL.




Synopsis: A UAV pilot reports filing a NOTAM and notifying the Tower prior to a series of flights but forgetting to contact the Tower via cell phone prior to each flight.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Aircraft component: Hydraulic Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The plane had just been released from its annual condition inspection; which included replacing the brake pads and brake disks. I had just finished 'conditioning' the brake pads by doing several high speed taxis (30-40 mph) on the runway followed by hard application of the brakes. No flight was planned. When I got close to the end of the runway the right brake pedal went to the floor. At that point I thought the only thing wrong was either a failure of the plastic brake line or a brake line fitting came loose. So; I thought I would try to 'nurse' it back to the hangar. When I got onto Taxiway Alpha on the far north end of the runway; smoke started coming up into the cockpit and the plane ran off the taxiway into the grass. I got out of the plane and saw that the right wheel pant was on fire and a small grass fire had started. The fire department was called by the lineman on duty and the fire trucks were there within approximately 5 minutes and extinguished the fire. Unfortunately; the fiberglass resin burns quickly and the plane was a total loss. I am thankful that I was able to get out of the plane in plenty of time.I believe that the hard application of the brakes caused a rupture of the plastic brake line that goes to the brake caliper resulting in brake fluid spilling onto the very hot brake pads and igniting the brake fluid. I have done this conditioning process at least two times before without incident. I believe to minimize this from happening in the future; the plastic brake line leading to the brake caliper should be replaced with a metal line.




Synopsis: Experimental aircraft pilot reported a brake failure during brake conditioning taxi operations resulted in a taxiway excursion; smoke and fire from the brake assembly.