elihoole/asrs-aviation-reports huggingface dataset:
Date: 201412
Local time of day: 1801-2400
Location: SJC.Airport, CA
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SJC
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload; Time Pressure; Confusion; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Airport
Primary problem: Ambiguous

Narrative: My First Officer landed the aircraft on runway 12R at SJC; at approximately 60kts I took control of the aircraft and rolled out to taxiway 'Charlie'. Tower instructed us to hold short of runway 12L; which was acknowledged and previously briefed. Clearing the runway I looked up and turned off the landing lights as I heard the first officer say 'that's the Hold Short' I responded 'no it's not'; he replied 'yes it is Stop'. I immediately stop the aircraft; which came to rest with the nose beyond the 'Hold Short' line. The tower was immediately notified; and the aircraft which had landed 12L clear runway well prior to taxiway 'Charlie'. Possible factors that may have contributed to this event: Did not realize the 'hold short' was that close. Lack of situational awareness. Distracted with securing landing lights. Still mentally preoccupied with the last minute approach change. Still mentally preoccupied with last minute attempt from tower to change runways; which was refused; ironically; to try and minimize distraction or confusion. Night time. Please note: Neither pilot was heads down. Thanks to the First Officer's quick recognition and situational awareness; although an incursion event did result; his diligence brought me back in the loop and prevented a more serious incident. If I had responded appropriately to his first comment it's possible this event could have been prevented.


Second narrative: I think contributing factors of this runway incursion were that we had been really 'jerked around' by ATC with numerous last-minute and unexpected clearance changes during the STAR and IAP; we were too accommodating to ATC causing us to become task saturated; loss of situational awareness; fatigue caused by a delayed departure and landing at SJC an hour later than scheduled it was night/dark; the runways at SJC are very closely spaced; and we did not pre-brief that that fact.


Synopsis: Captain lost situational awareness after landing roll and incurred a closely spaced parallel runway.
Date: 201512
Local time of day: 0601-1200
Location: MCO.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MCO
ATC / advisory: Tower MCO
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on the ILS to 17L in MCO I was the pilot flying. The flight conditions were VFR with a scattered layer at 4;000. I noticed a few large birds just out of our flight path; then the First Officer and I saw what we believed to be a drone. It was not a bird. It was just above our flight path at 2;500 feet. We were on the glide path at 2;350 feet. The drone was just to the right of center line by about 50 feet. The color was silver metallic and it had 4 lobes just like a large hobby kit drone. It was stationary as we passed it at approach speed. It could have been 4 silver balloons attached together but it appeared to be more stationary than drifting with the wind. We did not need to take evasive action; I had the autopilot on until we were at a lower altitude. We reported the event to the tower.




Synopsis: A flight crew experienced a UAV encounter while established on an ILS approach to Runway 17L at MCO.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Filed IFR flight plan. Upon preflight check; found battery dead. FBO assisted in starting aircraft with my jumper cables and their tug. Lineman connected cables backwards on tug battery. Problem corrected after two attempts to start plane. Plane started successfully. All systems appeared operational - battery charging from alternator at 13.2 Volts. Idled on ground checking additional systems - radios; GPS; flaps; etc. Contacted Tower and cancelled IFR flight plan to ZZZ; requested flight advisories to ZZZ1; altitude 5;500 MSL. Taxi/run up normal. Took off; climbing somewhere between 100-400 AGL went to retract landing gear and experienced total electrical system failure.Turned left; climbed to 2;500 MSL and began racetrack pattern south of [departure airport]. Attempted to contact FSS via cellphone and became frustrated with inability to navigate automated FSS phone options to contact a live person. Found Tower number in my cellphone. Called and an Air Traffic Controller answered. Advised of my situation and said I would look for light signals. I first wanted to work through manual procedures to make sure landing gear was down/locked. Communication was difficult. Bluetooth connection to headphones not able to maintain connection. Used cellphone without headset with significant background engine noise.Completed gear check; maneuvered to left downwind; looked for light signals; and was unable to visualize. Called back to tower and was connected to voice mail then multiple busy signals. Finally got someone to answer. Found out later the number I had was for a manager's office that isn't always occupied. Was given phone number direct to tower controllers and I transcribed it wrong. Asked by ATC to leave phone on and I responded unable.Before hanging up; expressed concern about nose gear being fully engaged. Advised by tower to make low approach. Upon completion; made phone contact with tower again on initial manager's line and was advised gear appeared in position. Was given clearance to land. Never looked again for light signals.Landing successfully and uneventfully. Tower manager met me on apron. No additional reporting required.




Synopsis: C177 pilot reported an electrical failure after takeoff followed by cellphone contact with ATC and a return to the departure airport.
Date: 201310
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Emergency Floor Lighting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other During Maintenance
Result: General Maintenance Action
Contributing factors: Human Factors; Incorrect / Not Installed / Unavailable Part; Procedure
Primary problem: Human Factors

Narrative: A320 aircraft Service Check; Emergency Light Check failed. Emergency Power Supply Unit (EPSU) unit aft left. Emergency lights at [seat] rows 22C-24C; 28-30; 35-37 not working. Found wires and lights 'J' light and 'B' swapped at connector 13WL ESPU (Emergency Supply Power Unit). Returned wires to their correct location per Wiring Diagram Manual (WDM) 33-51-08. Also found pinched wire at splice; at seat Row 29-ABC causing Emergency Exit Lighting (EEL) light to go dim; removed seat and rerouted wire. Operational Check of EEL seat lighting OK. This is the third Emergency Light Wiring defect on an Airbus that I have come across in the last six weeks. Aircraft Out of Service. The checks are not being followed.




Synopsis: An Aircraft Maintenance Technician (AMT) reports finding a third A320 aircraft in a six week period that failed their Emergency Light Checks during a Service Check. Wires were found swapped at the Emergency Supply Power Unit (ESPU).
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Other / Unknown; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Outside the marker [Runway] XXR Captain received call from purser about chemical type smell moving forward from aft cabin. Noticed it on extreme short final but took measures to alleviate; if possible; the stated smell and monitored for reduction or increase.  The landing in gusty conditions required focus there. On landing APU selected to start on final was on line and directed APU bleed air to packs and selected recirculate [fans] off immediately causing cessation of the smell and acknowledged alleviation in command.  Smell was barely noticeable but a tad acrid then removed on taxi in.  Recirculate [fans] back on blew it out completely. Never a need nor concern for use of cockpit oxygen. No persons affected nor did anyone use O2.  No injuries. Event terminated at gate with a write up and briefing of mechanics plus filling out of required maintenance 4 page review by Captain.


Second narrative: On approach in ZZZ the Captain received a call from the lead Flight Attendant about an acrid chemical smell moving forward from the aft cabin.  By that time we could smell it in the cockpit as well.  We turned off the recirculate fans to stop the spread of the smell; which helped; but then focused on the landing.  We started the APU on short final and turned off the engine bleeds after exiting the runway; using the APU to power the packs.  After turning off the engine bleeds the smell dissipated and we turned the recirculate fans back on. No oxygen was used or needed by the crew or passengers.  We parked safely at the gate and briefed me and made a maintenance write up.


Synopsis: B777 flight crew reported a fumes event on final approach during landing. After executing a safe landing flight crew took measures to alleviate the fumes followed by requesting maintenance.
Date: 201304
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Initial Climb
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Weather; Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: I was working local when an aircraft called and said that he was on skis and could not stop short of the ski strip. I asked if he was ready and cleared him for takeoff. I had no other traffic that was on the runway or inbound; so it was not a factor for anyone else. The ski strip is not close to the Tower and I could not tell the aircraft's exact position due to the distance and the lack of defined edges or marking due to it being a ski strip. Because the aircraft has no brakes; there is not much we can do. We; as controllers; have to be extra vigilant before giving a clearance for the ski strip to make sure this does not happen when someone else is cleared.




Synopsis: Tower Controller described a likely runway incursion event when an aircraft on skis taxiing for departure could not hold short of the active ski strip.
Date: 201710
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 30
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Ambiguous

Narrative: While enroute at 5;500 MSL; the aircraft engine dropped about 200 RPM momentarily and then returned to normal. A few seconds later; the rpm started dropping and lost approximately 600 RPM and the engine started running rough. I went through emergency procedures; including fuel; mixture; throttle; carb heat and mags; but the engine rpm stayed around 1;800 RPM. I advised approach that we were having engine problems and that we would need to land at ZZZ. I [advised ATC]; because I felt this would mitigate the risk to others; should the situation deteriorate further. In the descent; the engine returned to normal operation. I figured that the power loss could possibly have been carb ice. Nevertheless; I felt the safest course of action would be to get the aircraft on the ground to investigate what had happened.On the ground at ZZZ; I was able to locate a mechanic who was able to provide assistance. He looked over the function of all of the engine controls; but found nothing wrong. Generous sampling of fuel provided no indications of contamination. At the mechanic's suggestion; I took the airplane out and did a full power run up and checked the function of carb heat; mags; etc. The aircraft performed perfectly. I assumed that the problem was carb ice. I flew a pattern close to the airport as a precaution in case anything was wrong and then flew the aircraft to altitude to see if any problem could be detected. The aircraft performed flawlessly.




Synopsis: C150 pilot reported diverting due to engine power fluctuations possibly caused by carburetor icing.
Date: 201603
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Eclipse 500
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Airspeed Indicator
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Airspeed on both sides gradually spread apart; until auto pilot kicked off. [Advised ATC] when I realized that airspeed was no longer usable while running a checklist. Side 2 worked so I switched to that. Landed without issue.




Synopsis: EA50 pilot experienced a gradual failure of the left seat airspeed indicator. It was determined that the right side airspeed indicator was accurate and was used to divert for a precautionary landing.
Date: 201311
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Speed All Types; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On my third solo flight; I crossed the threshold at 70 KTS. I landed slightly flat and fast. Upon landing rollout the aircraft swerved to the left and I overcorrected to the right and departed the runway. No personal injuries or aircraft damage.




Synopsis: A student pilot on a solo flight in a PA28 experienced a runway excursion following a landing that was too fast.
Date: 201210
Local time of day: 1201-1800
Location: LTAA.ARTCC, FO
Flight conditions: VMC
Light: Dusk
Aircraft: B747-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center LTAA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were transitioning between Ankara ACC approaching FIR for Nicosia ACC.  I may have misinterpreted special instructions listed in the Commercial Airway Manual.  The manual instructs crews to disregard instructions from Ankara; when Ankara instructs crew to contact Ercon ACC.  I'm not sure what I should have done.  We were still in Ankara airspace; but approaching Nicosia.  Ankara and Nicosia do not communicate with each other due to bad political relations between countries.  We did a self-hand off successfully; but when Ankara instructed us to contact Ercon Control (we were still approximately 40 miles from Nicosia airspace); as instructed in the manual we politely acknowledged the request; but disregarded it.  We continued to monitor Ankara and Nicosia Simultaneously.  As we were approaching Nicosia airspace; we heard Ankara request us again to contact Ercon Control.  Not sure what to do; I decided to not acknowledge this transmission.  Approximately 3 minutes later; were passed into Nicosia airspace.   Need clarification on how to handle this issue.  Crews are not normally instructed by the Commercial Airway manual to deliberately disregard instructions from ATC.  Ercon Control does not appear to be an ICAO recognized ATC and they are not listed on the Commercial charts.  What is their status?




Synopsis: B747 Captain experiences confusion over an airway manual instruction concerning flight from Ankara ACC entering Nicosia ACC; that instructs not to contact Ercon when instructed to do so by Ankara.
Date: 201710
Local time of day: 1201-1800
Location: DCA.Airport, DC
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B DCA
ATC / advisory: Center ZDC
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were given instructions to hold 5 east of the DEALE intersection at 10;000 FT approximately 5 miles from arriving at said intersection. It was programmed and put into the FMS erroneously to 5 miles west of DEALE. As we approached the point; I recognized the error and started a turn approximately 2 miles late while the PM reprogrammed the FMS. ATC noticed and instructed us to continue the turn and to reprogram to the original instruction; which was 5 miles east.On the outbound leg; turning inbound; I noticed we were on a collision course with a 737. ATC noticed it too and gave us an immediate left turn and descent. I complied instantly by disengaging the autopilot and rolling the aircraft left and initiating a dive. Within 2 seconds; the TCAS RA went off and instructed us to climb. I did not hear the RA amidst the commotion and radios; nor did I see the VSI (Vertical Speed Indicator); as I was heads up ensuring separation from the other aircraft. The captain saw the RA on the VSI; took control and began a climb. We climbed to approximately 11;000 FT to clear when we then got a TA from a different aircraft that was behind the original at 11;000 FT. We continued the left turn; informed ATC of the RA and were given vectors and descent to 10;000 FT. The flight henceforth was without further incident.


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


Synopsis: Air carrier flight crew reported an incorrectly programmed hold at DEALE Intersection which led to an RA with another airliner.