elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: King Air C90 E90
Mission: Training
Flight phase: Taxi
Second aircraft: Cessna Citation Undifferentiated or Other Model
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Object; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We were taxing for departure. A Citation reported entering a right downwind and [the F/O (First Officer)] announced taxiing to the runway and that [we] would hold in the run-up area for the landing Citation. Upon reaching the run-up area I set the parking brake and proceeded to accomplish the pre-takeoff run-up checks. While parked well clear of the approach end of runway heard the Citation pilot announce right base. I commented that I did not see the Citation and [the F/O] indicated that he saw it just above the trees I looked in the general direction and saw the aircraft and commented to [the F/O] that it appeared to be slightly right of the centerline and he agreed. As the aircraft got closer it became readily apparent that the aircraft was lined up with the taxiway on which we were parked and was going to pass dangerously close if it continued on its current trajectory. [The F/O] admonished the Citation pilot to go around 3 times. The aircraft did not deviate. Fearing a collision I advanced the power levers; simultaneously released the parking brake and [as] the aircraft moved forward the left main gear exited the tarmac and the left prop struck an elevated reflector. The Citation passed overhead over the aft portion of the aircraft at what I estimated to be approximately 20-25 ft. above our aircraft and appeared to be initiating a go around. I heard the Citation pilot call 'Going around' and admonishing us for being on the runway at which point first [the F/O] and myself corrected him by telling him he had just overflown us on the taxiway he then apologized saying something about no runway lights. I taxied the aircraft to parking shut down; called Maintenance. A combination of inoperative runway edge lighting; the Citation pilot's decision to continue approach and attempt to land with inadequate lighting and failure to execute a go-around until prompted on the CTAF frequency. The damage to [our aircraft] was the direct result of rapid evasive maneuvering to avoid a possible collision with the Citation attempting to land on the taxiway.




Synopsis: BE-90 Captain reported he deliberately departed the taxiway to avoid a collision with a Citation that was lined up for landing on that taxiway.
Date: 201205
Local time of day: 1201-1800
Location: RMN.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class E RMN
ATC / advisory: UNICOM RMN
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction
Anomaly: Conflict NMAC
Detector: Person Passenger; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Airspace Structure
Primary problem: Airspace Structure

Narrative: My passengers and I noticed an Oblong Shaped UAV (approximately 2 to 3 FT long with a long antenna) passing us in the opposite direction within 100 FT of our left wing on the 45 to Runway 15 at RMN. The object did not show up on my TCAS system as a threat. These vehicles need to show up in the cockpit as a threat or stay within the MOA's.




Synopsis: An SR22 pilot and his passengers suffered an NMAC with a UAV while entering the pattern at RMN; located between two closely spaced MOAs.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We started both engines after push back. After second engine start we were cleared to taxi. Approximately 2-3 minutes into our taxi; the number 2 and 3 FAs called the flight deck to tell us there was a strong odor of 'gas'. They said it seemed to be dissipating however one of the FAs felt dizzy and was getting a headache. We requested to pull over and evaluate the situation. I spoke to the FAs again and I asked them if it had gotten better and they said yes; but that they said one of them still felt dizzy. I spoke with the [Chief Pilot] and discussed my concerns continuing the flight with an FA that is complaining of a headache and being dizzy coupled with 1/8 mile visibility and a takeoff alternate. He asked if I would call the FA back and confirm he was no 'fit for duty'; which I did. The FA confirmed he was not fit so we returned to the gate; deplaned; and FA 2 and 3 were taken to the hospital for evaluation.




Synopsis: A320 Captain reported a ground gate return due to Flight Attendant notification of physiological issues experienced from cabin fumes. Two flight attendants were replaced and treated at local hospital.
Date: 201704
Local time of day: 0601-1200
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Communication Breakdown; Confusion; Distraction; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Controller seemed 'busier' than usual. His instructions from original contact to frequency change were contradictory and out of the ordinary. Upon check in we were assigned to descend via the STOCR 1 landing 23; but maintain 250 knots. Then speed up to 280 KTS. Then 'switch to runway 18R; but maybe we will give you 23 back again'. Then given a heading out of POORE of 290 degrees then changed to 300 degrees. All this while crew was verifying new arrival fixes and altitudes; briefing new approach and completing descent checklist through 10;000. Aircraft continued to descend via the new arrival to the new hard altitude while we were on vectors. No level off altitude was ever given. We came close to departing aircraft out of CLT; however no RA or TA was received.Controller issued vectors off of STOCR 1 Arrival and failed to give new altitude instructions. Crew failed to ask for one. Both ATC and crew realized we were too low for departing aircraft (8;500 ft) so ATC issued a climb to 9000 feet.




Synopsis: Air carrier Captain reported receiving excessive and contradictory clearances from ATC while descending into CLT on the STOCR 1 Arrival.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 5
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Confusion; Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I took off from ZZZ; and the takeoff was normal. The smoke was extremely dense; and there were reports of IMC conditions due to smoke on the peninsula where I was headed to [location].  I had checked the FAA webcams; the nearest TAF and METAR.  Where I was headed was VFR.I climbed out of ZZZ; and decided to climb above the smoke that was reported per PIREPS to top out at 2;800 feet.  I kept climbing at full power and leaned the mixture; but I was climbing past 5;500 feet and the smoke still wasn't clearing. I was still climbing and turned southbound.  At about 6;200 feet; the engine started sputtering; and lost power; and I immediately pulled on the carburetor heat.  The engine went from 2;400 RPM to 800; then quit.  I pitched for best glide and turned on a heading to ZZZ1.  I tried to restart; but the prop was just windmilling.  I [advised ATC]; and they said to take either RWY XXL or XXR. I easily had enough altitude to make whichever runway I wanted.  At about 3;000 feet; the engine started sputtering and producing power; however; I elected to continue to RWY XX; since I didn't know what was wrong with the engine; and did not want to chance an engine failure again.All the ATC personnel were extremely helpful and I was really glad that they were there to help coach me along and give me the wind direction and keep the other planes out of the way while I expedited the landing. I believe I did as much as I could to maintain control and ensure the safety of flight.




Synopsis: Cessna 150 pilot reported a loss of engine power during initial climb; however; the engine recovered while he was accomplishing the landing.
Date: 201401
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While climbing thru 29;000 FT the engine oil master warning came on. We transferred radio to First Officer flying and I ran the QRH. The First Officer coordinated descent below 29;000 FT. At the point in the QRH that said to shut the engine down the First Officer and I discussed indications we were seeing on that engine. We had the engine at idle per the QRH. The Engine ITT was in the mid 300 range. The engine oil temp was below the right engine. The VIB gauge showed normal indications. At that point we both believed it could be an indication problem. I contacted Maintenance both via ACARS and by voice. The ACARS response was to shut the engine down at the same time that; over radio; they said it was the Captain's decision. Right after we signed off; the VIB gauge went to all dashes and then came back; still normal. At that point we decided even if it was a gauge it was best to shut it down. We proceeded to our destination and landed single engine without further incident.I later learned the master warning and oil pressure gauge were independent. The First Officer and I believed we were getting the master warning due to the pressure gauge showing zero. I think it would benefit the pilot group to point this out and learn from my experience. I believed at the time I was trying to think thru the problem and determine if we were looking at a false indication or gauge. I regret to learn my hesitation in shutting the engine down sooner rather than later may have damaged the engine. I think my 10;000+ hours and 2;500+ hours teaching in the CRJ made me want to think my way thru and evaluate the situation instead of immediately complying with the QRH to the letter in a timely manner. This is a good reminder to be more expeditious in following the QRH and maybe talking to Maintenance about restarting after a shutdown; if we believed it was just a gauge.




Synopsis: When a CRJ-100 flight crew was confronted with engine oil pressure warnings the Captain; a training instructor pilot with great experience in type; initially delayed shutting down the engine per the QRH; believing the indicators may have been faulty; rather than the engine. Subsequent self-evaluation caused him to question the delay; concerned that damage could have occurred while he dithered.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Snow
Aircraft: Airliner 99
Flight plan: IFR
Flight phase: Descent
Airspace: Class C ZZZ
Aircraft component: Intake Ice System
Component problem: Malfunctioning
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While IMC descending toward ZZZ; about 30 nm out from ZZZ; the pilot started smelling an electrical burning smell in the aircraft. The pilot turned off the window heat but the smell got worse. The pilot told ATC about the electrical burning smell and advised ATC. The weather at ZZZ was about 1 1/2 miles and snowing. The pilot shut off some other nonessential electrics like the panel lights. The pilot never saw any flames. None of the circuit breakers had popped out or felt hot. The pilot put his O2 mask on. The pilot kept trouble shooting and then shut off the bleeds. When the bleeds were shut off the smell began to dissipate. The pilot landed at ZZZ without incident.During post flight the right engine cowling was opened and the electrical burning smell was strong at this point. After looking in the engine compartment and then at the cowling; it was found that about 3/4th of the right side engine inlet electric boot appeared to be burnt through exposing the copper wire. The pilot thinks that the electrical burning smell was traveling from the engine inlet; through the engine compressor; and then through the bleed air system to get into the cabin.




Synopsis: BE99 pilot reported electrical burning smell was determined after landing to be engine inlet electric boot had burnt.
Date: 201201
Local time of day: 0001-0600
Location: ITO.Airport, HI
Aircraft: Grumman American Undifferentiated or Other Model
Operating under: Part 91
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower ITO
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Human Factors

Narrative: I was working Local and Ground control combined. I had airport security on Runway 8 looking for birds on or near the runway because an aircraft had reported sightings of birds near the runway to the previous Controller. I later cleared Aircraft X for takeoff off of Runway 8 and right after this airport security reported clear of Runway 8 and standing by. The aircraft had just started to move from his stopped position and had not yet crossed the hold short lines of Runway 8 at this time; so I told Aircraft X cancel takeoff clearance then verified with the vehicle as well as visually scanning that airport security was indeed clear of Runway 8 and proceeded to clear Aircraft X for takeoff again. Maybe a flashing runway incursion light that makes noise.




Synopsis: Tower Controller reported clearing an AA2 for takeoff; having forgotten an airport vehicle was on the runway.  The clearance was canceled before any conflict developed.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: I landed at a grass airstrip into the wind with a Cubcrafters Carbon Cub LSA. The wind was a nearly direct headwind as per the wind sock on the hangar at the airstrip. After landing when taxiing to the hangar I turned left and a gust of wind picked up the right wing and tail and pushed the plane up on the spinner and prop. I exited the airplane after a complete shutdown procedure and held the aircraft from overturning while help came to return the aircraft to a normal position. We then wing walked the airplane to the hangar. Wind and wind gust was a contributing factor. I then called the owner; explained the occurrence and situation and sent photos of the damage to him. The owner called back a short time later and asked if I could put a new spinner and prop on the airplane. I advised him that I was not an aircraft mechanic but I had seen and helped do this before. He previously told me that he was an IA [(Inspection Authorization)]. He had a prop and spinner overnighted to our location and text messaged the torque settings for the prop bolts and told me to check the prop track and check for normal function of the aircraft and engine. The owner requested me to fly the aircraft back to his location. This occurrence occurred during the taxiing of the aircraft to the hangar after an uneventful landing.




Synopsis: A gust of wind lifted a Carbon Cub LSA's right wing and tail which caused the propeller and spinner to contact the ground. The propeller and spinner were changed the next day without an engine inspection.
Date: 201203
Local time of day: 1201-1800
Location: APA.Airport, CO
Aircraft: Premier 1
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower APA
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was working Ground Control and I watched the Local Control depart Aircraft X on a runway heading off Runway 17L with no other traffic advisories while a C182 was on a VFR practice approach on Runway 35R inside the outer marker. This is a daily occurrence at APA where controllers will give Runway heading off Runway 17L because of pattern traffic on Runway 17R and not issue the opposite direction traffic. It's dangerous. What happens if one or both of the aircraft on a collision course goes NORDO? What happens if we get a stuck mike and we are unable to communicate to the pilots? Like I said; this is not an isolated incident and the FLM was plugged in and watching the operation and said nothing. All controllers MUST issue traffic to the opposite direction traffic ASAP. The FLM/CIC must alert the Local Control when a traffic advisory has not been issued and must be issued.




Synopsis: APA Controller voiced concern regarding some controllers common practice of not advising opposite direction traffic of one another's position during a Runway 17L Departure and Runway 35R Approach operation.
Date: 201704
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Weather elements / visibility: Windshear; 100
Light: Daylight
Aircraft: Learjet 45
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: While on PUFFR4 RNAV arrival for APA; when crossing SLMON fix at FL210; we experienced wake turbulence in our LR-45 violent enough to roll the aircraft 30 degrees left then 30 degrees right in only a couple seconds and forceful enough to cause the autopilot to disconnect. I recognized the issue and reduced our pitch to change profile of our descent. I then asked ATC who we were following and they indicated a B737 10 miles ahead of us. I asked for off the profile and was given vectors and descent south off the arrival with no further incident.  Have had multiple encounters of this type over last couple of years directly associated with 'descend via' clearances on RNAV arrivals which put all aircraft on the same descent profile while crossing fixes at specific altitude windows which I believe is creating dangerous wake turbulence encounters.




Synopsis: Learjet 45 Captain reported experiencing 'violent' wake turbulence on the PUFFR4 RNAV Arrival into APA in trail of a B737.