elihoole/asrs-aviation-reports huggingface dataset:
Date: 201505
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Tail Wheel
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew; Person Observer
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Returning from pleasure flight with light winds and favoring Runway 11; and upon first landing attempt; I heard grinding when I lowered tail. I applied power and went around. I contacted the Airport Manager to visually inspect the tailwheel condition during a low pass. He verified that the tailwheel was missing; but didn't tell me that the forks were missing also. During the second landing attempt the aircraft tracked straight until the remainder of the tailwheel assembly touched down. The lower tail attitude (due to missing forks) startled me and I was slow to correct the right turn and ground-looped. The left lower wing barely touched the ground and the left main wheel dug into the pavement. There was no visible damage to the aircraft other than cosmetic. We then cleared the aircraft from the runway. Earlier in the day I had landed with winds variable between 320 and 030 and 8G17 knots.  The tailwheel shimmied severely and I checked the pressure when I returned to the hangar and increased it from 40 PSI to 50 PSI. I assume the bolt end sheered during the shimmy and that caused the wheel and forks to fall off during takeoff. After severe shimmy in the future I should fully inspect the whole tailwheel assembly.




Synopsis: Tail wheel bi-plane pilot experiences a grinding noise as the tail wheel is lowered to the runway after landing and a go around is initiated. A ground observer reports that the tail wheel is missing. During the next landing a ground loop occurs and a wing tip contacts the runway.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Driven Pump
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Workload; Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Climbing through 8;000 for 10;000 FT; [I had a] sudden loss of power in right engine followed by strong smell of hot metal. Requested immediate return to the departure airport and was given direct descend to 6;000 FT. Declined to declare emergency; probably should have. [I] became preoccupied with visually acquiring airport through broken ceiling and remaining in VMC; emergency checklist; and making rapid descent for concerns over potential fire. Was at 5;300 FT when realized still on IFR flight plan and cleared only to 6;000 FT. At that time was turned to Approach and cancelled IFR; continued rapid descent; got partial power restored with boost pumps and low power setting but feathered engine on final when died again and landed uneventfully. Problem determined to be failure of engine driven fuel pump. Should have either declared emergency or immediately cancelled IFR when I could see I had good VFR options. Not certain why I didn't declare an emergency; didn't seem that dire at [the] moment; but in retrospect the situation required actions that are clearly from the emergency procedures section of my Owner's Manual. Weather was good VFR; but there was a coastal stratus layer moving over airport at time of departure and it was continuing to move in from west but was remaining broken to scattered.




Synopsis: A T310Q right engine lost power during climb after takeoff so the IFR pilot started a turn toward the departure airport. While enroute the engine quit; so without declaring an emergency he landed safely in an emergency condition.
Date: 201510
Local time of day: 1801-2400
Location: D01.TRACON, CO
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class E D01
ATC / advisory: TRACON D01
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
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: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: I was working Sectors combined when I saw an APA arrival flashing at me; level at 16000 feet. The Letter Of Agreement (LOA) with ZDV states that aircraft landing APA will be fed to us level at 10000 feet. ZDV took the handoff status out and when I told the Supervisor and Operation Manager what was happening; Supervisor shrugged his shoulders and offered no support. Supervisor then told me to call them and find out what they were doing. I got too busy with my other aircraft; including assuring that my departures were going to top the APA arrival. The APA arrival again went into handoff status and entered my airspace at 14500 feet; I still had not taken the hand off because I was trying to make sure all my aircraft were going to be separated and I didn't know what the center controller was doing. When I called ZDV to inquire; they asked for approval descending to 10000 feet. The center controller got defensive when I told him it would've been nice to have a heads up. I still accepted the handoff.  It has been my experience that the center has a total disregard for not only our airspace but also our needs; especially when it comes to aircraft opposite direction of our departures. Management did nothing to follow up with the center.In my professional opinion; this is causing a serious safety issue where aircraft can end up head to head because the center is not following the letter of agreement. Management has continually shown that they are not willing to enforce the LOA with ZDV; without these procedures being upheld; the flying public is being put at an unnecessary risk.[Recommend] that a committee be formed to ensure accuracy and procedural integrity of the LOA. That an agreement be made between management and the workforce that the LOA shall be followed at all times. All unnecessary approval requests be disallowed unless it's a Medevac or a medical emergency for a test period of days.




Synopsis: ZDV Center handed off an aircraft to D01 (TRACON) at 14;500 feet descending. The Letter of Agreement between the two sectors state this aircraft is supposed to be level at 10000 feet. The TRACON reporter states Center not complying with the Letter of Agreement is an ongoing problem and TRACON management personnel are not concerned.
Date: 202104
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction; Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had arranged a fly-in of several aircraft to ZZZ or to ZZZ1; and we were going to talk enroute on XXY.ZA [Frequency] to confirm the destination after we could see if the North coast was fogged in.  I had been on flight-following with Oakland Center.  I do not recall my exact location but likely about halfway to ZZZ1 from departure at Oakland.  There was another private pilot in the right seat.  I was talking with the other pilots on my standby radio on [Frequency] and looking at the radio when I heard ATC call out traffic.  At the same time that ATC called; a low-wing airplane; which I cannot identify by brand; passed immediately beneath me.  I responded to ATC that traffic had passed.  When we all calmed down from the frightful realization that it could have been our last day on earth; my copilot said that he had heard one previous call from ATC about a traffic conflict and had been looking for traffic; but had not seen this aircraft until it barely passed under us. It was coming from about our 9 to 10:00 position at exactly 6;500 feet.The most important lesson of this near miss is that when I am PIC in VMC; I cannot be spending any amount of time more than a second looking at my radios; or focusing intently on something other than flying the airplane and scanning for traffic.  Had I heard ATC's initial transmission; I would have immediately climbed or descended to put good distance between my plane and the other one before there was any real chance for a close encounter.  I had not looked at my ADS-B traffic for the minute or so that I was engaged in talking with the other pilots on [Frequency].  Had I been scanning the ADS-B instrument as I typically do almost constantly; I would have perceived the threat and given it a wide berth perhaps even before ATC called out the traffic.My copilot has better than 20/20 far vision and often sees aircraft before I do - so it is likely the other aircraft was not visible until it was very close.  I am still shell-shocked at how close we all came to one another.




Synopsis: GA pilot reported an NMAC during cruise in ZOA Class E airspace.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cockpit Window
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: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute at FL340 we heard a loud bang and the First Officer's front windscreen outer layer shattered (spidered). We donned O2 masks and determined that it was just outer layer while descending to FL240. ECAM right window heat indicated a short. I [advised ATC]; descended to 11k; and received direct clearance to [destination] without further incident. We landed with no delamination and taxied to the gate. Suspect right window heat short.




Synopsis: A319 Captain reported descending to a lower altitude after the First Officer's windshield outer pane shattered at FL340. Flight continued safely to destination.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Switch
Component problem: Failed
Reporter organization: Personal
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In flight the alternator switch physically broke in half and would not operate. I was still on radar and in communication with Tower. The power drain on the battery because of the lights and strobes was causing the radio not to transmit at an audible level to the Tower. Incoming transmissions for the ATC were loud and clear. I turned back in for landing when the problem was evident. I had to turn off lights to maintain communication. The Controller could not hear my transmission and had me turn to a heading of 270 if I could establish that I could hear him. The turn was done about 6 miles northeast of the airport while back inbound. At that point the Controller established that I could hear him and cleared me to the airport with a right traffic to 31R. He gave me the clearance twice. I could hear all ATC Communication but they could not hear me. I landed as per his instructions and moved off Runway 31L at Taxiway N as instructed and parked in the N triangle area. I could hear all ATC Communication but ATC could not hear me. As soon as I had the airplane parked safely I called Tower on my cell phone and had an escort vehicle escort me to the parking area.




Synopsis: A PA28 alternator switch physically failed on a night flight resulting in a battery drain from lights so after securing all power except radio the pilot could hear ATC but not transmit and was cleared to return to the airport.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ; Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During an RNAV XX approach into ZZZ; we experienced abnormal engine vibrations between 50-60% power. We set the power to 55% to maintain 110 as specified on the approach and immediately noticed excessive vibration coming from the engine. IP [Instructor Pilot] increased power to 65% and vibrations went away. IP then went back to 55% power and left it for a few seconds and the vibrations began to cause the screens to shake making it hard but not impossible to read. IP then returned to 65% power for the remainder of the approach and vibrations stopped. IP and PUI (Pilot Under Instruction) both agreed to discontinue the flight upon completion of the approach and notified Tower that we were going to be a full stop landing. We only reduced power again upon reaching Final Approach Fix [for] ZZZ; we set 25%; passing through the 50-60% range it started abnormal vibrating again. We landed without incident; taxied off the runway and set 1000 rpm and it started abnormally vibrating again. Aircraft was written up for maintenance to check it out.




Synopsis: SR20 flight instructor reported engine vibrations during approach on a training flight.
Date: 201509
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Flight conditions: IMC
Weather elements / visibility: Cloudy; Icing
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Situational Awareness; Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: Entered an extensive area of cirrus blow off from dissipating thunderstorm. Altitude 38;000 feet; OAT was -49 (I checked it as we entered the clouds). We were cruising at .78. About 3 or 4 minutes after entering clouds; noticed our speed at .73! The FO and I were caught off guard. Selected max N1 but were unable to accelerate. About this same time noticed our optimum altitude had decreased from 39;000 to 35;000. And the OAT had increased to -27! This all made sense now. Requested and received descent to 32;000. I have never experienced one like that. Checked charts and we were a full 30 degrees above standard. The area was very localized. We reported the temperature variance to ATC as there were numerous aircraft on the HILEY arrival on the same transition. This was a real eye opener!


Second narrative: While cruising at FL380 over Florida; we entered some high clouds (storm blow off). I noticed some trace ice building on the wiper blade. The Captain noticed it also and I saw him check the Static Air Temperature (SAT). As expected; the temperature was well below -40 C (it was -49 C) so no action was taken. A short time later; I noticed ice beginning to build on the wiper nut. That surprised me; so I turned on the engine anti-ice as a precaution. I then noticed the airspeed bleeding off. Before I could say anything; we began to get buffet alert and max airspeed .737M messages on the FMC. I looked at the N1 and they were pegged at the CLB limit; but the airspeed kept bleeding off. Just as I was saying something to the Captain; he was checking the SAT again and it read -27C at FL380. I stated that we needed to descend and he agreed. He requested and we were cleared to a lower altitude from center. The airspeed had slowed to about 220 KIAS by this point which was still above the hook and the Angle of Attack (AOA) was still below the red band. The descent solved the problem; the temp dropped back down the rest of the flight was uneventful.


Synopsis: A B737NG crew at FL380 entered thunderstorm blow off clouds at a -47ºC OAT and a short time later the FMC issued a BUFFET Alert with a -27ºC OAT; N1 at max CLB and a max altitude of FL350. The flight descended with light icing.
Date: 202111
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZZ
Aircraft component: APU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On ground in ZZZZ we were using ground AC and saw a little bit of haze in the cabin and it smelled a little sulfur like. My throat is a little sore from the air. My head feels a little foggy and I have a slight headache. We got off the plane with all the passengers. We need to have aircraft with a working APU when we fly somewhere hot. It's a safety issue to have a working APU in hot locals. Especially when we all have to wear a mask. It makes you even hotter.Don't send a plane that doesn't have a working APU to a hot location. Maybe airports should make sure their ground ac units are clean and not burning off anything. Maybe they need to be run regularly whether they get used or not.




Synopsis: B737-800 Flight Attendant reported a fumes event during preflight while using ground AC. Passengers and flight crew deplaned.
Date: 201307
Local time of day: 0001-0600
Location: CYYZ.Airport, ON
Light: Dawn
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground CYYZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: After being cleared to land on Runway 15L; we asked the Controller which direction we would be turning to clear the runway. He said clear the runway to the right and that Taxiway T would work best for us. The Captain took a quick look at the taxi chart and noted that Taxiway E paralleled the runway and once exiting Taxiway T; would be the most direct route back to the ramp. After landing; we cleared the runway at Taxiway T. The Captain called for the After Landing Checklist and I started talking to Ground. As we were receiving our taxi instructions; the Captain started to turn onto Taxiway E. He then stopped to verify our instructions. We were told to taxi via Tango; Runway 33L; cross Runway 5; and join Juliet to the apron. But; the Captain had already turned onto Taxiway E. I told the Controller that we had already turned onto Taxiway E and the Controller said no problem; continue on Taxiway E.At first glance; the Taxiway Tango centerline did not appear to continue south through the deice pad. The instructions were given to us as we were exiting the runway. We had landed Runway 5 all week and just landed on Runway 15L and told to exit to the right (behind us to the right). We might have had some expectation bias when turning off of the runway to the right due to the known location of the ramp. In the future; when given unfamiliar taxi instructions; the prudent thing to do would be to exit the runway as directed; stop the aircraft; and verify the routing.




Synopsis: Air Carrier flight crew attributed a taxiway incursion to expectation bias based on taxi route taken on several previous landings at the same airport.