elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Local time of day: 1801-2400
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Learjet 45
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SJC
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors; Airport
Primary problem: Airport

Narrative: After exiting Runway 30L onto Juliet we were given a clearance to taxi to the FBO via Victor. I was approaching the Taxiway Victor signage and turned left before I reached the sign. It turns out that I turned on what I believe is now Taxiway Whiskey which the NOS chart shows as Runway 11/29. This is now a new taxiway which parallels Victor. The chart needs to be updated. The yellow line turns left onto Whiskey. I was confused as I had apparently already passed the sign for Whiskey when I was given the clearance and thought the first taxiway to the left would have been Victor. I now realize that I should have passed the taxiway sign before turning. I have brought up the idea of painting the letter of each taxiway to our runway safety action team; but this was deemed too expensive and there is apparently a paint shortage. I believe this idea would have helped me in this case at SJC where there are two parallel taxiways.




Synopsis: A Learjet 45 pilot reported confusion and a consequent taxiway incursion onto Taxiway Whisky when cleared via Victor at SJC.
Date: 201408
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was working the radar position and called GCN for an inbound: Aircraft X; approximately 35 miles from the IAF; SAVRE; and requesting ILS Runway 3. The ATIS was reporting Visual Approaches to Runway 21. The CGN Local Controller told me that the only way he could do it is if Aircraft X flew the approach; but canceled and went visual. Although this is utterly ridiculous; I didn't want to argue that I couldn't force him to cancel; I just got off the line and told Aircraft X exactly what I was told by GCN. Aircraft X said it was no problem that he would cancel and go visual once established on the approach; so I cleared Aircraft X for the approach to Runway 3; beginning at SAVRE. I became a little distracted by the issue with GCN refusing IFR service (from my point of view) and when I went back to see Aircraft X's progress realized I had given him too sharp an angle to the approach and offered to ease it by turning him into CARMS intersection; which he accepted. I eventually terminated radar and switched him to CGN Tower frequency. GCN Local Controller called me and asked me why the guy was on the approach when he told me that he couldn't do it. I said that wasn't what he told me and offered to take the aircraft back on my frequency; which he declined. From my perspective; I wasn't going to force the IFR cancellation and GCN has control to issue a visual approach in Class D; per our LOA; so I didn't understand why GCN thought I should cancel his IFR. Clear up ODO procedures. Get CGN and ZLA on the same page about said procedures. Examine GCN's practices of delaying or refusing IFR services.




Synopsis: ZLA Controller reports of issue with GCN Tower and having an aircraft request an opposite direction arrival and making the aircraft cancel IFR.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: McDonnell Douglas Helicopter Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: During the approach to landing at ZZZ on runway XX; the TIS traffic warning on the GPS came on. I was at 500 ft and descending to the runway.  I believed it to be an 'echo' of my transponder; which sometimes happens; so I reset it and continued with the approach and landed (The conflicting traffic was showing +200 ft).  An observer on the ground came into the terminal office and asked to see the pilot of the flight that had just landed.  I introduced myself and he asked me if I had seen the helicopter over the airport. I explained that I could not see them as they were in the cloud layer and could not hear them; of course. I had made three position reports during my approach to the airport; but none were made by the military helicopter; which is not unusual.  It is my estimation that the crew of the helicopter turned on their transponder to let me know of their presence as they saw me on their traffic awareness system.  While it is not a common practice for the military to have their transponders on during operations; it would be invaluable for them to do so while on training missions that would get them close to civilian aircraft and airports.




Synopsis: Pilot flying on approach to land reports traffic warning due to a military helicopter over airport who was not making radio calls.
Date: 202111
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload; Physiological - Other; Fatigue
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Staffing; Company Policy; Human Factors
Primary problem: Company Policy

Narrative: 1st day; scheduled ZZZ1-ZZZ2-ZZZ (XA:21 scheduled block). Fully into winter ops now. Scheduled arrival ZZZ time XP:31. Late fuel in ZZZ2. Late push. Strong headwinds to ZZZ. At gate in ZZZ at XP:58 local. Both of us were yawning and eye rubbing halfway through our 6+ hour flight. On final approach; had trouble focusing and keeping scan congruent. Was difficult to plan and arrive on a stable; timely profile. At the FAF; encountered unexpected shifting winds & moderate turbulence. This required extra vigilance to avoid exceedance. I had gotten appropriate; average sleep the night before. I was hydrated and consumed caffeine drinks throughout the flight. Despite all this preparation to negate this poorly scheduled; untimely placed; over 8 hour block day - I was physically unable to keep up.I find a profound lack of reasoning for this sort of continuing pairing - build practice. Possibly because it often goes unreported; since fatigued people do not feel like doing reports; or facing the depletion of sick leave - dependent upon their reasoning for getting to a fatigued point. Ultimately; the flight was completed without incident. However; to make a long day even more unbearable - our van was not at the curb when we came out. This is despite being late. They arrived at XQ:24. Then; the driver decided to combine our ride with another airline. That added 20 minutes onto our drive. We arrived at the hotel at XR:00. The noise I experienced the next morning in the hotel; despite ear plugs; woke me up early (only 6 hours of broken sleep). I will attempt to nap today - but the cumulative nature of this may dictate a difficult decision later in the day. I feel like we keep scheduling like this despite the [current] environment - which is very stressful. Also; it's winter operations again. Not a conservative approach whatsoever. But 'we' press on - don't we?Consider reducing long block and duty pairings to consider the current environment in which we operate in. Covid environment is a huge distraction and stressor. Our threats are threefold of the pre-Covid environment. We've been facing delays; shortages; planning and staffing issues that are NOT being taken into account in building schedules. Why? Because we pilots are counted upon to make it work. Oh... and there's winter - the highest risk season of all.




Synopsis: Air Carrier Captain reported chronic fatigue due to flight crew scheduling practices.
Date: 201909
Local time of day: 1201-1800
Location: BDL.Airport, CT
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON Y90
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Visual approaches were being conducted to Runway 6 in BDL. The 06 glideslope was out of service and I briefed my FO (First Officer) that I wanted to practice a non-managed; non ILS approach since it had been quite a while since I had done one. Approaching the FAF; I pre-selected a 3 degree descent. Apparently I must have pulled the knob slightly and the aircraft began to descend. By the time I realized we were in a descent; the aircraft was crossing a ridge line located at the FAF; causing a single GPWS alert. I immediately disconnected the autopilot and autothrust and stopped the descent. We were already past the terrain; the runway was clearly in sight so I elected to continue. We almost immediately rejoined the correct path and continued a stabilized approach to a normal landing.This event reinforces my belief that it is important to regularly practice approaches that we rarely do for real. It was also a lesson learned for me to be much more vigilant when conducting this type of approach. The other lesson learned is how important it is for the PM (Pilot Monitoring) to challenge any deviations and not to assume the PF (Pilot Flying) is aware. After discussing the event after landing with my FO; I think it was a positive learning experience for both of us.




Synopsis: Air Carrier Captain reported receiving a GPWS terrain alert on a visual approach into BDL.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: Before leaving I called dispatch to add fuel (800 pounds) because I felt we did not have enough as planned. On the arrival from the east; we were given a reroute to fly backwards and fly a new arrival from the north. Then on that arrival we were given another reroute to an arrival from the west. We knew we could not do this without being very short on fuel. When ATC said we would be issued holding we told them we would have to divert. ZZZ was chosen because from our position we could not make our alternate; without being on empty. We declared an emergency with ATC and landed with 3.5 total; or 1.7 per side. Low level lights were on. At gate with 3.2.


Second narrative: While enroute the weather closed our arrival. We were turned to a VOR which was behind us. We were then assigned another arrival which we started. The new arrival was then closed due to weather and another arrival was issued. We calculated our fuel and determined that we were good for now. We were then told to expect holding; at that time we determined that ZZZ was our best option. We asked for priority handling but while enroute the low fuel lights illuminated so an emergency was declared. We landed without incident.


Synopsis: B737-800 flight crew reports being vectored off the cleared arrival from the east due to weather; and sent north for a north arrival. When this arrival is also closed down by weather the crew is vectored for a west arrival and issued holding instructions. The crew elects to divert to an unplanned alternate at this point and declares an emergency when the low fuel lights come on; landing with 3;500 pounds of fuel.
Date: 201708
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Sierra 24
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Personal
Reporter function: 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
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was returning from a one day trip to ZZZ. I had gone down and left the aircraft on the ZZZ tie down overnight. I parked the plane when I arrived. I do not know if it was moved in my absence. I departed ZZZ the next day for a VFR flight direct to ZZZ1. I began a VFR descent about 20 miles southwest of ZZZ1. I stayed above 2500 feet until clear of Charlie airspace. I was told by approach to expect a straight-in for Runway XX. Given the direction of flight this was not practical so I set up for a left base entry to Runway XX. I lowered the landing gear when entering about a 6 mile base leg; turned final; and set up approach and landing speeds. Landing was normal; on speed targets. Mains touched first and as I lowered the nose the prop struck the pavement. I slid to a stop on the nose.




Synopsis: Beech 24 pilot reported that during a normal landing the nosewheel malfunctioned and the prop struck the pavement.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Clear skies; 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Captain
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Private; Other Private pilot
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Went to land at ZZZ and while in the middle of the downwind engine cut out. I was at roughly 900 feet. I instantly switched fuel tanks and made sure that the fuel pump was on. I then assessed the allude and came to the conclude that I wouldn't be able to make the runway. This was because I was centered in the middle of the downwind so I was unable due to altitude to turn and make the landing. After I decided that I couldn't make the runway so I turned right and had to put down the aircraft into a field. I had to make sure to avoid hanging electric lines.  There was no damage to property or to myself. And I walked away from the plane.




Synopsis: Pilot reported engine failure during approach to landing caused an off airport landing; resulting in aircraft damage.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SA-227 AC Metro III
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Taxiway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Weather conditions were VFR; visibility was 10 miles clear below 12;000 and winds were 290 at 6 KTS. After start up and initial checklists were completed we announced on CTAF that we were going to taxi to Runway 2 via A and C. We made a left on A and then a right on C on our way to the runway.  About 10 seconds later; during the Nose Wheel Steering Test; the aircraft began to veer to the right and went off centerline. The Captain applied maximum braking; reverse thrust and left rudder in order to bring the aircraft under control. While doing so the right propeller struck one taxi light. After regaining control of the aircraft we made a 180 degree turn and proceeded to taxi back to the FBO via C and A.After engine shutdown we contacted our Chief Pilot who then advised the Airport Manager about the situation. An inspection revealed there was damage on one of the four propeller blades and the flight was cancelled.


Second narrative: The right main wheels left the taxiway. As the aircraft started its return to the taxiway; I saw what was best described as a puff of smoke in the copilot's side window. I decided to return to the ramp.During [the taxi back] I saw no abnormal engine indications or felt any unusual vibrations. As I taxied back to the ramp; I checked the western edge of Taxiway C and saw a taxiway light was missing.


Synopsis: An SA227 flight crew lost control of the aircraft during a control check during taxi for takeoff; exited the taxiway and struck a runway light with one blade of the right propeller.
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cirrus Aircraft Undifferentiated
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Communication Breakdown; Training / Qualification; Confusion
Second reporter function: Pilot Flying; Trainee
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We were departing IFR for an Instrument training flight. The airport was closing in 2.5 hours for runway maintenance which supplied substantial schedule pressure. We completed our runup and taxied to the hold line to depart on Runway XX. Runway XX is over 5;000 FT long by 100 wide.A Cirrus had just entered the pattern for landing and we decided to wait to depart. I instructed my student to call for our departure clearance when the Cirrus passed the runway threshold in front of us. We were monitoring CTAF and noticed the Cirrus was flying nearly 3 miles downwind before turning base. At this point his radio calls became sporadic. As the Cirrus crossed the threshold; I instructed my student to call for our departure clearance which took the usual minute or so to hear and read back. Afterwards; I looked left down the runway and could no longer see the Cirrus. I instructed the student to announce our takeoff on CTAF; after switching transmitters and to start the takeoff roll. After we hit about 40 KTS; I could see one of the strobes on the Cirrus moving left across the runway. They appeared to be at the far end of the runway. I told my student to continue as we would be airborne long before we could get stopped. At that point the Cirrus announced that he was still on the runway. We passed over the top of him at around 100 FT AGL. I told the Cirrus we were coming over the top of him. He was actually about 3/4 of the way down the runway and [appeared to be] parked. Before we switched to departure; the Cirrus announced that he was remaining on the runway! Why would you park on an active runway at dusk?


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: The instructor and student pilot of a C-172 departing on an instrument training flight at dusk had a close encounter with a Cirrus that had landed a minute or more previously but had not cleared the runway.