elihoole/asrs-aviation-reports huggingface dataset:
Date: 202110
Local time of day: 0601-1200
Location: FRG.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground FRG
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Chart Or Publication
Primary problem: Airport

Narrative: I wanted to report FRG ATC failures. I received instructions to taxi from the FBO to Runway 01 via Taxiway G cross Runway 32. The Airport Diagram labeled Taxiway G ending [just short of] Taxiway M [holding short] Runway 01; the pavement behind the threshold at Runway 01 is closed and was not described in the NOTAMs nor in the airport diagram. Anybody can get confused; so I recommend the Ground Controller to instruct airplanes to taxi to holding short Taxiway G9 or B6 for Runway 01 depending [where] they're coming from. They should fix how the pavement behind the threshold for Runway 01 looks [to reflect the closure].




Synopsis: Pilot reported confusing taxi instruction and that pavement behind the runway is not NOTAMed correctly.
Date: 201307
Local time of day: 1201-1800
Location: EMT.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Corporate
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class D EMT
ATC / advisory: Tower EMT
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: We were cruising westbound at 2;500 MSL and lost satellite reception on the GARMIN 530 GPS. The satellites were re-acquired in a few minutes. No other anomalies.




Synopsis: An EC135 pilot suffered short term loss of GPS signal due to loss of satellite reception.
Date: 201706
Local time of day: 0601-1200
Location: ZZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower ZZZZ
Aircraft component: Oil Pressure Indication
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Relief Pilot
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll; no land 3 message annunciation; continued take off. On climb out after 150 ft I noticed left engine oil pressure blank. Cleaned up on schedule and out of 10000 ft discussed situation and ran QRH. There was no option for oil pressure blank. We contacted dispatch/maintenance on SATCOM. SATCOM was intermittent and kept cutting in and out. Leveled off at FL320 and auto throttles disconnected. Went through (paper) QRH and autothrottles would not re engage. Consulted QRH for power settings.   Maintenance control initially said to continue without any oil pressure reading for left engine; since oil temperature and pressure were matched up on both engines. We asked them to dig deeper; referencing crossing the ocean on tracks. Maintenance then suggested returning to ZZZZ. The flight crew mentioned going to ZZZZ1; since it was closer; but were told to return to ZZZZ. We coordinated with cabin crew. We [advised ATC] prior to dumping fuel. Dumped approximately 9000 lbs. After dumping; initiated descent and received idle disagree message. Consulted the QRH.  We received vectors and routing to ZZZZ and had an uneventful approach (clear vmc) until 400 ft; when we received an aural call out 'too low; gear' We confirmed gear down and locked and continued. At 200 ft heard 'too low terrain.' Again we confirmed and verified gear down and locked and continued to an uneventful (overweight) landing.


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


Synopsis: B767 flight crew reported an engine oil pressure gauge went blank on climb out. After consulting Maintenance; the crew returned to the departure airport with several erroneous GPWS warnings prior to landing.
Date: 201908
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While deviating north of course for thunderstorms along route at FL370 we noticed the right engine vibration indicator in the amber band and showing a value of 3.1. Flight conditions were IMC with SAT -47C so engine and wing anti-ice were off. We completed the Flight Manual 'Engine Vibration' checklist and ended up reducing thrust on right engine to remove amber indication. We requested a descent to FL310 and contacted Dispatch/ [Maintenance] via SATCOM to discuss options. Per [Maintenance] we turned on engine anti-ice but amber indication returned when thrust was increased. Decision was made to divert to [a nearby alternate] due to reduced thrust operation and proximity. Ran all required checklists and coordinated with ATC for clearance. Accomplished a normal ILS approach and landing. Cleared runway and accomplished normal taxi to gate.


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


Synopsis: B757 flight crew reported diverting to an alternate airport after noticing a high vibration level in the right engine.
Date: 202002
Local time of day: 0001-0600
Location: ZHU.ARTCC, TX
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZHU
ATC / advisory: Center ZHU
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I sat down and was given a position relief briefing. During the brief I was told Aircraft X was at 2000 ft for icing. The Controller I took the sector from told me during the brief that 2000 ft was a good altitude and used the number six on the keypad to show the minimum altitudes for that area. The previous Controller didn't see that 2200 ft was actually the safe altitude and not 2000 ft. When I finally realized it; I climbed the aircraft back to 2200 ft and he wound up landing at ZZZ (his original destination) safely. The settings for the minimum altitudes on the scope need to be brighter and more clear for us to see.




Synopsis: ZHU Controller reported taking over a sector and realized an aircraft in the sector was below the minimum safe altitude.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Aircraft component: Gear Lever/Selector
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was conducting a training flight on Airman Certification Standards (ACS) maneuvers to prepare a student for the practical test to be taken within 4 days.  Initially; we conducted normal; short field; and soft field takeoffs and landings without incident.  Then; we departed to the practice area and practiced unusual attitude recoveries; steep turns; slow flight; approach stalls; and departure stalls from 3;000 feet MSL.  That complete; I directed the student to return to the home airport.  On downwind entry; we were 500 feet above pattern altitude.  I considered this a good opportunity to give my student a simulated engine failure and have him continue to the runway.  On downwind; we were at an altitude lower than the student felt comfortable.  He stated that he didn't feel we could make it.  However; to demonstrate that the landing could still be made if the conditions (engine out) were real; I took the controls made a short approach (a banked continuous base to final turn) and lined the aircraft up with the runway in a landing attitude. Unfortunately; during the maneuver I became obsessed with monitoring our airspeed for proper glide speed and maneuvering during the turn at the neglect of ensuring the landing gear was extended.  We landed with the gear retracted. The flare (round out) was at normal altitude and attitude. Overall; it was not a bad landing.  The student caught the error prior to me when we heard scraping.  The aircraft slid and eventually slid off the runway to a point between the runway and taxiway.One human performance consideration may have been a factor.  I have been conducting training in both straight gear and retractable gear C-172s switching between the two on the same day.  That was the case on this day.  I had flown 0.7 [hours] practicing landings with one student in a fixed gear 172 in the morning; driven to a different airport; and flew in this student's retractable 172 in the afternoon. My mindset was fixated on making the landing and not on the differences between the two aircraft.




Synopsis: Flight Instructor reported a gear-up landing occurred during a training flight. Instructor stated they had flown a fixed gear aircraft earlier and had not focused on the differences with flying a retractable gear aircraft.
Date: 201504
Local time of day: 1201-1800
Location: N90.TRACON, NY
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZNY
ATC / advisory: TRACON N90
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Troubleshooting; Situational Awareness; Workload; Confusion; Distraction
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working the CAMRN/FINAL position vectoring aircraft for the RNAV GPS Y RWY 4L approach when the JFK RADAR failed.  All my planes went into coast and did not come back.  I changed to the EWR radar sensor and continued working.  Unbeknownst to me; Aircraft X went into coast and his target dropped off.  When I scanned my radar scope and flight strips; I noticed that Aircraft X was missing.  There was absolutely no target (no beacon; primary or anything). I asked the pilot to slow to make sure he was still on frequency and when he acknowledged; I informed him that radar contact had been lost.  Another controller changed to the ISP sensor and saw where Aircraft X was.  I instructed Aircraft X to proceed direct COL VOR until radar identified again and this way I knew where he'd be.  Radar contact was reestablished somewhere southwest of the CHANT intersection and I resumed all normal ops.  I did not have any other problems with any other aircraft.I have no recommendation. Fix the problem.




Synopsis: N90 Controller reports of losing RADAR and missing an aircraft when it is finally changed to another RADAR feed. The Controller describes how he found the aircraft and what he did to identify it again.
Date: 202103
Local time of day: 0601-1200
Location: LEX.Airport, KY
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C LEX
ATC / advisory: Tower LEX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The FO (First Officer) was flying and we were on the visual approach to RWY (Runway) 22 and we got a Caution Obstacle message. We started a turn and visually kept clear of the obstacle. We continued the visual approach and were stable. We descended to 2;000 [feet] MSL before turning on final and a tower off the right side of the aircraft caused us to get the alert. In hindsight we should have maintained 3;100 feet until passing BRIDL.


Second narrative: Transferring from Approach to Tower and upon passing Lexington VOR (HYK) we were asked to descend to 3;000 [feet]. Flying towards the departure end of [Runway] 22 we were asked if we had a visual of the airport. The Captain was non flying and answered yes. Then the Tower said that we were cleared for visual [Runway] 22 and a helicopter on the north end of the field was operating. That put us on a 45 downwind and once on the downwind; I then put 2;000 [feet] on the altitude selector. As per procedure 1;000 [feet] AGL is the lowest we can put in the selector. I then gradually decreased my descent from 3;000 and called for flaps setting three at speed 160 [knots] then gear down to be configured by the Runway 22 touchdown zone point. My descent was shallow and we did have the ILS 22 in the MCDU as reference. Turning within the outer-marker BRIDL we got an obstacle call. I was referencing an obstacle as referenced on the approach plate at 1;997 [feet] marked with an arrow at 1;997 [feet]. We were at 2;500 feet still descending as I looked to the right. I was about to call obstacle and perform the go-around procedure as per SOP but the call quickly ended. The call as per SOP is the trigger call 'Obstacle; Pull Up.' The call ended and we continued the standard turn. We were configured flaps five on the base leg and the continued on final. We descended once we captured the glide slope. We put 3;100 [feet] which was the missed approach procedure. The startling part of the flight was the obstacle call which we then started to look for something else; since we already had the tower obstacle in sight and we both confirmed the sighting.I think that in the future it's best to enter the traffic pattern and just follow the approach itself.


Synopsis: Air Carrier flight crew reported Obstacle Alert warning on approach to LEX airport.
Date: 201301
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: Falcon 900
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: A A320 level FL350 southbound to BOVIC L461 non-RADAR estimated BOVIC [within 2 minutes]. Falcon 900 Bermuda departure RADAR direct BOVIC climbing to FL360. Took over the sector with this situation in place. The Falcon 900 did not reach FL360 15 minutes prior to passing the A320. Based on estimates the aircraft passed. Did not realize this situation until after loss of separation and the A320 had been RADAR identified. Separation rules that pertain to the airspace in question and updated to 7110.65. Present rules were recently instituted by New York Center Oceanic and Airspace Procedures Office which require more separation between a RADAR and non-RADAR aircraft than is needed between 2 non-RADAR aircraft. This is counter intuitive as the separation should be less.




Synopsis: ZNY Controller described a loss of separation event; noting current facility separation requirement exceed those listed in national FAA Orders.
Date: 201504
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 7.0
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Sport / Recreational
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Departed with passenger on a scenic flight. About 40 minutes into flight; reduced throttle and descended from 900 ft. to 500 ft. When throttle added; Subaru engine choked each time I attempted to add power above low cruise. I was over open pasture and conducted a safe precautionary landing. No damage or injuries. Upon return to airport; engine checked out and no systems found defective. Engine test run on ground to full throttle with no issues. Conditions were humid and icing is suspected.




Synopsis: Gyrocopter pilot experiences low power after a short descent in humid conditions. With open pasture below a precautionary landing is accomplished. Intake icing is suspected.
Date: 201907
Local time of day: 1801-2400
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower BOS
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Landed on 4R; were planning on exiting on Taxiway Y; on final approach we heard Tower ask the aircraft ahead of us to taxi off 4R onto 33R. We decided to use that as our secondary turn off point. Upon landing we decided we couldn't make Taxiway Y without excessively hard braking so we were looking for Runway 33R to taxi off onto as it was NOTAM'ed for taxi use only. We finally found it after stopping at the northern edge of 33R. Tower issued us taxi onto 33R clearance after we stopped; upon beginning our turn onto the poorly lit 33R one of our lights illuminated a taxi light that we would have struck if we continued our turn onto 33R. There was no lead-in lights for 33R and no illuminated lights for identifying it. We immediately told Tower we were unable to make the turn and straighten back out on 4R to continue down to Taxiway R. Tower questioned our unable so I told them we would hit lights if we attempted the turn. They gave us a clearance to Taxiway R and to expedite our taxi. As we straighten back out on 4R and were expediting the exit the Tower told the aircraft behind us to continue their landing as we would be clear of the runway. The aircraft behind us decided that we would not be clear and initiated a go-around. A poorly lit runway being used as a taxiway; ATC issuing late taxi-off instructions; and multiple aircraft being unable to locate and/or execute a turn off of 4R and onto 33R.Do not use 33R as a taxi off unless given an earlier clearance or expect clearance and better lighting of the runway that is to be used as a taxiway. Do not use a runway as a taxi off unless there are lead-in lights.


Second narrative: Landed 4R. Could not make Y Taxiway. Told to turn left on 33R; but struggled to see runway. We attempted a left turn; but a taxiway light would have been in the way. Instructed to expedite to R Taxiway. Aircraft landing behind us executed a go around. Clearance to exit runway onto 33R. Very difficult to identify. The aircraft in front struggled to find as well. We knew that 33R was taxi only; closed. With no lead in and barely any lighting it was very hard to find. Recommend not issuing exit on 33R at night.


Synopsis: CRJ900 flight crew reported unclear exits from Runway as well as dimly lit Taxiways.