elihoole/asrs-aviation-reports huggingface dataset:
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Eclipse 500
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After takeoff during initial climb a flight control malfunction occurred. Loss of left roll control in the primary flight controls was lost. [ATC was notified] and utilizing right aileron and left trim I was able to perform a safe landing. After landing and upon inspection of the flight controls it was found that a passenger's small water bottle had fallen off of the arm rest and lodged itself between the side stick flight controls on the copilot side of the aircraft. The water bottle was removed and the flight controls were inspected for proper operation. The flight was reinitiated with no further incidents. In the future refreshments will not be allowed in the front seats or anywhere near the flight controls. This has proven to be a hazard to flight and cannot be allowed.




Synopsis: Eclipse 550 Captain reported loss of left roll control after takeoff due to water bottle lodged between sidestick controls.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Small Transport
Operating under: Part 91
Flight plan: VFR
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Aircraft; Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was doing pattern work; I believe for ZZZ1 airport. It was a late pointout from the X area and we were both extremely busy and should have split sectors; but with staffing due to COVID-19 it wasn't possible. Aircraft X ended up going into ZZZ Tower's Delta without any coordination.I should have pointed out the aircraft to ZZZ Tower first and foremost. It would have helped to know Aircraft X was going to do work today. The volume of photo flights absolutely saturated both X and Y areas today; so I have to think that contributed. Overall X and Y sectors should have been split to accommodate the volume and complexity.




Synopsis: TRACON Controller reported an airspace violation occurred due to lack of coordination.  Traffic volume was cited as a contributing factor.
Date: 201411
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing to cruise altitude Right Bleed EICAS Message followed by a Left Bleed EICAS message. Resulting in loss of both PACKS.  Resulting is CABIN ALT warning message.  We began descent to 10;000 while performing QRH procedures.


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


Synopsis: B757 flight crew experiences a Right Bleed EICAS Message followed by a Left Bleed EICAS message; resulting in loss of both PACKS which results in a CABIN ALT warning. Flight diverts to a suitable airport.
Date: 201309
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Champion Citabria 7ECA
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Second reporter function: Pilot Flying; Captain; Single Pilot
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Working Local Control I cleared Aircraft X to land and the pilot asked for a long roll out. I approved the long roll out but after the aircraft landed they were taxiing at a slow rate and I had departures to get out so I canceled the long roll out and told the aircraft to turn right on Bravo; hold short Runway 19 and remain my frequency. The aircraft read back 'turn right on Bravo'. I missed the read back of hold short Runway 19. I cleared Aircraft Y for takeoff on Runway 19. During the takeoff roll Aircraft X crossed Runway 19 hold short line on Bravo. As Aircraft X crossed the line they asked if I wanted them to continue and I told them to stop. At that time Aircraft Y was at rotation speed and became airborne around Taxiway Golf. Aircraft X stopped with most of the plane across the runway hold short line before the white runway edge line. Aircraft Y crossed Taxiway Bravo at approximately 20 FT. I then taxied Aircraft X to parking. Recommendation; listen closer to read backs and for pilots not to cross or taxi on runways unless told to do so.


Second narrative: After being cleared to land on by the Tower; I advised the Tower where I was parking the plane and cleared by the Tower to land long. After touchdown and during roll out Tower advised to exit on Taxiway C and contact Ground. Half ways through roll out Tower advised full length unavailable at the exit on B and remain with him. I exited runway on B and asked the Tower if it was ok to turn left at which point I was instructed to stop. Which I did. I looked to my right as an aircraft had just departed Runway 19. Miss distance is estimated at 100 FT vertically. At no time was a hold short instruction given. The Tower Controller was very busy working multiple aircraft of various types from airline to tailwheel. I feel that the Tower Controller had forgotten about me as his workload was great. You could hear in his voice and by how fast he was talking that he was stressed. I feel that if I had not asked for instruction there the outcome might have gone from an incursion to an accident.


Synopsis: Tower Controller described a loss of runway separation event when changing a 'land long' approval to an 'exit the runway' clearance with a hold short clearance; the hold short instruction confused by all involved.
Date: 201409
Local time of day: 0601-1200
Location: MIV.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Other OEM
Operating under: Part 91
Flight plan: None
Mission: Other Experimental R&D
Flight phase: Initial Approach
Airspace: Class E MIV
ATC / advisory: CTAF MIV
Second aircraft: Small Aircraft
Reporter organization: Other OEM
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Just after changing frequencies to MIV for instrument approach in VFR/VMC to validate instrumentation; small low-wing white and red private aircraft was visually noted approaching almost level at the 11'oclock; at a high rate of closure. MIV facility and other aircraft did not announce traffic conflict. Aircraft passed beneath (~100 feet) and subsequently noted they were number two for runway 10 ILS. The high volume of fixed wing traffic (especially in decent weather) at MIV should warrant controlled class D airspace with a manned control tower during daylight hours when traffic is heaviest. Quite often the traffic fails to make radio calls; or makes wildly inaccurate position reports; adding to the possibility for a mid-air incident somewhere in the vicinity of the airport.




Synopsis: After experiencing an NMAC with a light aircraft arriving the same uncontrolled airport; MIV; the pilot of a BV-234 helicopter expressed the opinion the airport is busy enough to warrant at least a daytime ATC presence.
Date: 201407
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Aircraft component: Tablet
Component problem: Design; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Training / Qualification; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: There is a specific format for naming latitude/longitude points within Jeppesen Flight Pro on the iPad. The acceptable formats are listed in the Jeppesen Flight Pro guide. You can not copy and paste your routing from your flight plan. Saber instructors are teaching this method and it will result in an erroneous position on the Jeppesen iPad app. We discovered this on our transition form Gander into New York FIR. Our flight plan copied route (per saber instructor guidance) had us way north of our 40n50w entry point. Please advise crews. You must enter lat/longs manually.

Callback: The method being taught in ground school for entering a flight plan with oceanic coordinates does not work. The Jeppesen Flight Pro does not accept the Saber flight plan method of indicating Latitude and Longitude; but does create an erroneous waypoint. The iPad Flight Pro is currently in the introductory phase and the other oceanic waypoints were not checked for accuracy.



Synopsis: B757 Captain experiences iPad waypoint entry errors when cutting and pasting the route from the flight plan as taught by ground school instructors. The flight plan format of 40N50W produces erroneous waypoints in the Jeppesen Flight Pro on the iPad.
Date: 202112
Local time of day: 0601-1200
Location: DWH.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Downwind
Airspace: Class D DWH
ATC / advisory: Tower DWH
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: The event being reported is a near miss at DWH while in the left traffic pattern for Runway 17R. While on the downwind leg just passing midfield; I noticed Aircraft Y slightly above my position coming at me from the 11o clock position. While at pattern altitude; I took positive exchange of flight controls and proceeded to pitch down and to the left aggressively to avoid traffic. When I recovered the aircraft at 900 ft. MSL; I asked the Tower who was above me and they said that the traffic ahead was indicated 1;400 feet MSL no factor. Unfortunately; this was a factor because the aircraft came within 200 feet of my aircraft. Due to the event; my student became stressed and I determined it was time to terminate the flight. To prevent the situation; Tower will have to be made aware of the situation and an earlier scan for traffic could have made the deviation less aggressive.




Synopsis: GA flight instructor reported taking evasive action from traffic ATC failed to report which resulted in NMAC at DWH airport.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Object; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: The incident occurred on my fifth flight of the day. All landings to that point were uneventful. On flight five; I entered the landing pattern at 2100 ft MSL; when turning base; noticed stronger head winds (winds were from 130-140 at 20 gusting to 26 mph).  I was plenty high at 500 ft on final; so I deployed the spoilers and realized making the runway was questionable because of late-day wind shear. I closed spoilers and figured I could make it to the grass under-run; which I did. However; at this point I was low and slow and touched down about 20 feet from the runway on the grass under-run; rolled over the threshold from the grass to the hard runway surface and curved left to the adjacent grass to the east of the runway; where the plane struck two runway lights with the left wing.  No one was injured; and I reported the broken lights to the FBO personnel.




Synopsis: Grob 103 glider pilot reported landing short of the runway when the winds changed during his approach.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Passing FL220 for FL230 we received a right bleed duct red warning message.  Within a few seconds the entire pressurization failed and the cabin reached 9;500 FT.  We conducted our immediate action items and declared an emergency and we started our emergency descent to 10;000 FT.  After completing the QRH and asking for a return; I contacted our flight attendants to inform them of our situation and that we would be returning.  I also told them that they did not need to take any extra precautions; but to prepare for our return and gave them the time we had left in flight.  I took the time we had to call my Dispatcher and Maintenance to inform them of our emergency and they both agreed that we should return.  I also contacted operations to inform them of our return.  Still under our same emergency at 10;000 FT we encountered a bird at about 300 KTS on Captain's front windscreen.  We also had an overweight landing of 78;750 LBS.


Second narrative: As we were climbing through approximately FL230; had a right bleed (red warning).  Immediately looked at the ECS page and noticed the pressurization had failed.  Contacted ATC and declared an emergency.  Exact words 'This is Air Carrier X; I am declaring an emergency and I am descending to 10;000 FT.'  Initiated an emergency descent and as I was in the descent looked at the pressurization and I do not believe the cabin ever exceeded 9;500 FT.  There were no abnormal indications in the descent.  Pressurization descended with the cabin.  As soon as the Captain completed the QRH procedures; right after level off at 10;000 FT and approximately 300 KTS; we struck a black bird of some sort.  No damage noticed in flight other than entrails left running up the Captain's windshield.  Aircraft was overweight and descent rate was approximately 400 FPM upon landing.  Taxied back to the gate and swapped airplanes then completed the trip.


Synopsis: CRJ flight crew experiences a duct failure climbing through FL220 causing the pressurization to fail.  An emergency is declared and descent initiated for return to the departure airport.  The cabin does not exceed 9;500 FT.  While level at 10;000 FT and 300 KTS a bird strike occurs.
Date: 201212
Local time of day: 0601-1200
Location: PVJ.Airport, OK
Flight conditions: Marginal
Weather elements / visibility: 7
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class G PVJ
ATC / advisory: CTAF PVJ
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown; Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure; Weather; Airport
Primary problem: Ambiguous

Narrative: General weather conditions were marginal VFR. All METARS in the area were reporting MVFR conditions. PVJ is my home base and upon return to base I encountered ceilings below 800 FT. AWOS at PVJ has reported ceilings as missing for in excess of 2 months I have reported this on several occasions with no corrective actions.




Synopsis: A pilot reported PVJ AWOS was not reporting ceilings for more than two months but is now NOTAM'ed as unreliable.
Date: 201305
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Cargo Compartment Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Declared Emergency; General Maintenance Action; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon landing roll out just after the nose touched down we got a SMOKE Master Warning Light. We turned off onto the taxiway and stopped the aircraft and set the parking brake. We confirmed the SMOKE Master Warning Light. We then notified ATC to send the fire trucks because we had a smoke indication. I called for the Smoke Checklist. This is normally done by memory; but since we were on duty for 12 hours. I did not want to take any chances of missing any items. We conducted the check list; and evacuated the aircraft. I told my First Officer to go out the main airstair door and then my Flight Attendant would send the passengers to her. I also told her to get a head count. After the last passenger departed; my First Officer informed me she had all the passengers. The Flight Attendant and I double checked the aircraft for passengers and smoke. The firemen arrived shortly after all the passengers were off the aircraft. They inspected the aircraft and found nothing and at that time Maintenance took control of the aircraft.




Synopsis: DHC8-100 Captain experiences a SMOKE Master Warning Light as the nose wheel is lowered to the runway after touch down. The aircraft is stopped on a taxiway and the passengers are evacuated. ARFF can locate no fire or smoke. The aircraft is towed to the gate by Maintenance.
Date: 201307
Local time of day: 0001-0600
Location: NCT.TRACON, CA
Aircraft: B777-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Air Carrier X was cleared for a Visual Approach to Runway 28L on a 16 mile base to final at 4;300 FT. He was 8 miles behind an EMB-120 to the same runway. I assigned him 160 KTS or greater to a 7 mile final. At 9 mile final I switched the aircraft to SFO Tower frequency. He was established on final at 2;900 FT at that point and everything appeared normal. At about 6 mile final the aircraft started descending rapidly; as quick as 200 feet per RADAR update. The 'Low Altitude Alert' went off at about a 5 mile final. The aircraft was then at 700 FT. I immediately called the Tower and issued a 'Low Altitude Alert.' Subsequently; the aircraft went around. I decided that for the next approach I would give the aircraft a LOC/DME Y Runway 28L approach since both glideslopes are out of service. The second approach terminated without incident. Having a functional glideslope to at least one of the active runways could potentially have prevented this situation.




Synopsis: NCT Controller described a go-around event after an air carrier was observed descending rapidly and issued a 'low altitude alert;' the reporter noted both Glide Slopes to the parallel runways were inoperative.