elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
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: Other Instructional
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Other Instructional
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was conducting a Part 61 instructional flight. There were three souls on board of the aircraft. The aircraft had about three hours of fuel left at the moment of the emergency; to the best of my knowledge. After one hour of flight; more or less; we conducted a normal descent to level off at 2;500 FT. Three to five seconds after we had increased the power back to normal cruise power setting; the aircraft started to vibrate severely. In addition; there was a drastic lost in power. I was able to maintain altitude. At that moment I declared an emergency and requested Approach to deviate to the nearest airport. After a couple of minutes the aircraft continued to lose power and I was unable to maintain altitude. It was at that moment that I as the Pilot in Command decided to make a precautionary landing on a road. This decision was made because of the fear of not making an airport runway; causing damage and injuries in the city.




Synopsis: A C172 instructor landed safely off airport after the aircraft developed severe vibrations and lost power.
Date: 202010
Location: ZZZ.Airport, US
Weather elements / visibility: Hail
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Weather
Primary problem: Weather

Narrative: I received an ACARS message from the crew in flight that they are returning to ZZZ due to a cracked windshield and also notifying ATC. I saw that they were at an altitude of 7000 feet and decided that it was best to just make changes to release and monitor flight untill it was safely on the ground to get details as to what occurred. I got word from the ATC Coordinator who contacted ZZZ Center that the flight encountered a hail storm while climbing out.  There were some scattered to broken CBs (cumulonimbus clouds) east of the ZZZ area at the time. The flight landed safely back at ZZZ. I did talk to the Captain briefly who said about 20 miles east of ZZZ they encountered a hail storm.




Synopsis: Dispatcher reported message from Flight Crew returning to departure airport due to cracked windshield.
Date: 201705
Local time of day: 0001-0600
Location: D10.TRACON, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Confusion; Distraction
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I was working the final in a south flow. Aircraft X reported a near miss with a drone passing 100 feet above him on the downwind into the airport. Aircraft Y was on a downwind and slightly behind and to the east. In dealing with the supervisor and trying to spread the word about the drone inside the class B airspace in a place that mulitple secotrs can use through pre-arranged coordination. I thought that I had descended Aircraft X to 3000 feet; I turned Aircraft Y westbound to base leg behind Aircraft X. I in fact did not descend AircraFT X; I left him at 4000 feet. When I noticed what had happened I descended and turned both aircraft away from each other. Both landed without incident. Make flying a drone in controlled airspace stricter penalties. Had the drone not been there my workload would not have gone through the roof trying to keep aircraft away from the area.




Synopsis: D10 TRACON Controller reported an aircraft they were vectoring reported a near miss with a drone. The drone distraction and added coordination were cited as contributing to another airborne conflict between two manned aircraft.
Date: 201509
Local time of day: 0601-1200
Location: RNV.Airport, MS
Flight conditions: VMC
Light: Dawn
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class E RNV
ATC / advisory: CTAF RNV
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Other 141
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Workload; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft passed under us; opposite direction at 1;000 feet MSL approximately. Aircraft was making no radio calls and had no lights on; strobes were off or inoperative on aircraft. We were on downwind leg approaching our point of descent when the conflict occurred.




Synopsis: An Instructor on the downwind at CTAF RNV reported a near miss with an aircraft showing no lights and apparently no attempted communications.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: SF 340B
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Weather; Aircraft; Equipment / Tooling
Primary problem: Aircraft

Narrative: After departure; 15 minutes into flight; we leveled off at 6;000 ft; entered IMC conditions and light to moderate rain. First Officer's Electronic Attitude Direction Indicator (EADI) and Electronic Horizontal Situation Indicator (EHSI) screens went black. Captain's screens also flickered on/off at the same time. The First Officer's screens did not come back on right away. Minutes later FO HSI screen did come back on but ADI did not. Controls were handed over to me immediately and we requested a return back to [departure airport] and out of IMC conditions. Landed with no incident.




Synopsis: SF 340B Captain reported returning to the departure airport after loss of First Officer's attitude and heading indicators.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During preflight I visually inspected the fuel; and could see that there was fuel; but did not physically verify. Also checked the fuel level gauges which both indicated full tanks. Concluded that there was enough fuel in order to complete the flight. Upon descent we experienced a right engine failure and determined that it was caused by insufficient fuel in the right tank. The fuel gauge had rapidly dropped to zero; and we had a complete loss of fuel pressure. After running an emergency checklist I contacted ATC. ATC gave [us] vectors [and] we made a visual landing without incident. This situation could have been avoided by physically verifying fuel level in both tanks instead of relying on the fuel level indications on the gauges.




Synopsis: PA-44 pilot reported the right engine failed on descent into destination airport when the right fuel tank ran dry.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While enroute at 4;500 feet from ZZZ on a dual VFR flight my student and I saw a drone that appeared to be between 4;000-4;300 feet MSL off of our left while passing the ZZZ1 airspace on the east side. When we saw the drone and were clear of any potential conflict we reported it to ATC with the location at which we encountered him as well as the altitude. ATC then gave alerts to about 3-4 other aircraft about the drone that was operating in the area. Given the terrain there was no way that the drone was not adhering to the regulations set forth in 14 CFR 107.51(b)where he was operating higher than 400 feet AGL without being within 400 feet of a given structure in anyway and 14 CFR 107.41 as he was in Class E airspace.




Synopsis: Pilot Instructor reported a NMAC with a UAV.
Date: 201705
Local time of day: 1801-2400
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General Police / Security Involved
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working as number 5 in flight. During beverage and food service in Economy Class; passenger requested a chicken [meal]. I served it and mentioned how much was it. They replied back by saying they were supposed to be in Rome flight; that they missed the flight and also was booked in Business Class. Customer mentioned that they already paid Business Class fare and since now is seated in Economy Class; I should not charge for the food. I politely ask for the full name and check my name list. Since the name was not on the list; I explained that I can't compliment a meal. Customer started to complain about how bad Customer Service is and will write me to the company if I charged for the food. I apologize for what happened in earlier flight but I did not have all the information and suggested that they can write feedback to the company online. Customer seems to be more agitated and refused to listen and continue verbal abuse to me; saying that will make a big case about this incident and make sure the social media get my name and the company will fire me. At this moment; I realize that the situation will escalate; so I decided to remove myself from the situation by saying 'Please enjoy your wrap for now and we can have this conversation after the service' and proceed to the next row. Customer now demanded a cheese plate. I told her that I can't compliment for this; and explained even for upgraded customer I can only compliment 1 food item and 1 alcoholic beverage. Customer harassed me again with words; and when I turn away; that's when they grabbed my arm and yanked my sleeve. I told the customer not to touch me. They let go of me and said 'You are very rude. I am not done with you! I want my cheese plate!' They tried to grab me again on my arm but this time I managed to avoid her and I told the customer again for the second time; not to touch me. I proceed to serve the rest of the customers until the first service is finished and report this incident to my Purser. I did not engage anymore for the rest of the flight and with the Purser decision I swap and worked at the other aisle. I also report this incident to the Captain. The Captain decided to call for the Customer Service Supervisor and the Police. They documented this incident; no charges file against the passenger. Bruise found after I got back home; in the area where the passenger grabbed me.




Synopsis: Air Carrier Flight Attendant reported an issue with a passenger during meal service.
Date: 201305
Local time of day: 1201-1800
Location: PNE.Airport, PA
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: A tractor wanted to cross Runway 6 at 'A' while I was working ground. The tractor lost radio contact. Car X; airport security; called and said; 'I am talking to the tractor; can he cross 6 at A.' I said 'no; go out there and escort him.' The car complained that they have been doing it this way for 20 years. The CIC told me just cross the tractor. We notified the Manager that it was not safe for us to relay a crossing to a tractor through airport security [that] may or may not be present at the airport. For all I know Car X was at the convenience store. Please change PNE policy to; 'If a vehicle is not in direct contact with the Tower and wants to cross a runway the vehicle should be escorted by a vehicle that is in 2 way contact with the Tower.' Please discontinue relaying info through airport security it is a recipe for disaster.




Synopsis: Tower Controller voiced concern regarding the issuance of a runway crossing clearance through a third party.
Date: 202201
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: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Distribution
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Complete loss of avionics during flight. Checked circuit breaker and all were in. Cycled avionics power switch several times. Made the decision to fly back to ZZZ without communications knowing that the Tower would keep traffic out of the way. Radios came back on all of the sudden while on a short final. Informed the Tower of the issue. Controller did ask why I didn't squawk 7600; I told him the transponder was inoperative as well.




Synopsis: C172 pilot reported complete loss of avionics power. The pilot elected to perform an air turn back and precautionary landing at departure airport.
Date: 201509
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft TA; Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were cleared for takeoff; Runway 8. Tower Controller mentioned the presence of a helicopter in vicinity; then started a conversation with the helicopter; describing our aircraft and projected flight path. To the best of my recollection; the helicopter's specific location was not said. Helicopter said he had us in sight (while we were still on the runway); and 'will maneuver north.' Tower responded with; 'OK; miss him.' There was no urgency in any of the transmissions; all very routine. In my mind's eye; I pictured the helicopter as being north of the extended runway centerline by a good margin.With Tower's clearance for takeoff; and the helicopter visual with us; I turned my attention to the takeoff and departure. Shortly after takeoff; at about 1;000 feet MSL; we received a TCAS alert ('Traffic; Traffic'). My TCAS was set at 15 miles; so the amber traffic symbol was very close-in; and at negative 100 feet from our altitude. I quickly raised the HUD and began a visual search. Neither my FO nor I were able to acquire a visual. A recheck of the TCAS display showed a negative 100 foot separation; and then the target disappeared. My FO (PM) commented 'that was close' on Tower frequency. Tower responded with 'yes it was;' or similar.




Synopsis: Pilot reported of being told of an aircraft in close proximity to them before they departed. While becoming airborne they get a TCAS alert showing the aircraft 100 feet below. Copilot remarks; 'that was close.'
Date: 202002
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Light: Night
Aircraft: A321
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: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Physiological - Other; Situational Awareness; Distraction
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I momentarily forgot the procedure for use of the APU bleed after engine shutdown after we arrived at the gate and needed ramp assistance with the parking of the aircraft. This caused fumes to be ingested into the cabin; bothering the passengers as well as cabin crew. After the passengers were deplaned; the flight attendants complained about not feeling well due to having to breathe the fumes. Neither passengers nor crew requested to be seen by the paramedics. As the flight attendants were deplaning; they mentioned to each other about going to take a carbon monoxide test. The First Officer and myself were the last ones off of the aircraft. No fumes were present then.We had to stop short of the gate at the terminal due to the fact that we were not on the correct lead in line. When the Ramp Crew arrived to move the aircraft; we were told to shut down our engines. Because of our taxi-in procedure; the APU was running. I performed a misapplication of system knowledge when I switched on the APU bleed. Yes; that is needed to run the PACs after engine shutdown in order to provide air conditioning in the cabin; but we should have waited a few minutes to allow the engine fumes to dissipate.First of all; I need to review the procedure involving the use of the APU bleed air after shutdown. I knew the procedure then. But; the rather awkward situation that we were in at that time caused me to forget for about 30 seconds; which was just enough time to cause the fumes to be sucked into the cabin by the APU intake. Secondly; I should have insisted that the flight attendants see the Paramedics. However; since they deplaned rather quickly and did not request them; the First Officer and myself did not feel that it was necessary.




Synopsis: A321 Captain reported that improper use of the APU bleed after engine shutdown caused fumes to be ingested into the cabin.