elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 1201-1800
Location: TJIG.Tower, FO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Other Flight School
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D TJIG
ATC / advisory: Tower TJIG
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Once on departure from Runway 9 at TJIG; the Tower instructed me to maintain runway heading for other traffic and once I had the traffic in sight report it and turn west-bound. Once I reported the traffic; radio one started to fail. First I checked my headsets; they were working properly. I turned to the second radio but it also was failing.  I checked the circuit breaker but it did not reset and also checked the radio master breaker; but it did not reset. I turned on the radio master switch; but both radios; the GPS; and the transponder failed to turn on so I couldn't squawk 7600. All this procedure was done over TJIG airspace. I turned back to the airport at an altitude of 800 FT rocking my wings and turning on-off my landing lights; so the Tower could see me and point me with the light gun to land. The airport light gun was not working properly and also I couldn't see the light gun due to the impaired visibility of the sunshades of the Tower. I watched the landing traffic which was a King Air 350 and a departing Piper Arrow. Once I saw the airport was clear after turning for two laps I did a left short approach to Runway 9 and landed safely. Once I exited the runway via B3 Taxiway still the light gun was not working properly and also visibility was minimal due to the sunshades; but I saw a light bit of light and taxied back to the Ramp via B Taxiway. Once I turned off the engine an Airport Authority Officer came by and wrote the report of the incident and I called Isla Grande Tower (TJIG) and explained what happened and the Controller told me that there wasn't any problem and that the light gun was not working properly.




Synopsis: General aviation pilot reports radio failure shortly after takeoff possibly caused by electrical failure. Flight returns to the pattern; flashing landing lights and rocking wings before landing after two circuits. Pilot is informed after landing that the light gun in the Tower is not working properly.
Date: 201207
Local time of day: 0601-1200
Location: GUC.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dawn
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: CTAF GUC
Second aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Communication Breakdown; Other / Unknown
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I loaded and taxied to Runway 06 to depart into a light breeze; 04 KTS from the north. Transmitted my intentions for departure on Runway 06; and not hearing a radio response I checked for possible 06 final traffic then started my take-off roll. At about rotation speed I saw that there was landing lights visible at the far end of the runway. There seems to be some crown in the runway as at first I had difficulty recognizing that it was an aircraft. I determined that it was better to continue with the departure than to decelerate and try and exit the runway. I lifted off and banked to the left (north) to increase the separation distance. More and or longer radio transmissions on my part might have helped the pilots of the other aircraft know that I was planning to depart from 06 at GUC and a slower taxi into position would have made for an opportunity to better scan for other traffic. I believe that the other pilots had made all the appropriate radio calls; as I had; it was the small amount of time that I took between making my departure call and rolling that was in error; with poor vigilance on my part.




Synopsis: C206 pilot taking off on Runway 06 at GUC reports detecting a business jet landing on Runway 24 as he is about to rotate. The takeoff is continued with a turn to the north and the reporter suggests that he may have been in error.
Date: 201406
Local time of day: 1801-2400
Location: TYS.Airport, TN
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Night
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Fractional
Operating under: Part 91
Flight phase: Landing
Reporter organization: Fractional
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: During the landing phase after a 12 hr + day of duty and this being the 5th leg. I was acting as the PM. We got cleared for the visual approach. Both of us had the field insight and got set up for the pattern maneuver. My partner was the PF. As we maneuvered on the base leg I started noticing that we were getting a little low on altitude. Field elevation was 1;000 FT. My partner had set 1;500 FT on the Altitude Selector on the Flight Director as the AutoPilot was engaged. Suddenly the Tower Controller queried us about our altitude and advised us that MSA in that area is 2;100 FT. My partner immediately commenced a climb back to pattern altitude; as I asked the Controller for the current altimeter setting. Landing was uneventful. No GPWS warning was ever issued by the aircraft system. I definitely believe that fatigue played a major role in this case. It was the last leg of a very long day and also visual approach to a night landing. In the future I would ask ATC for vector to the instrument procedure to add additional assistance into the equation. Also will make sure we double check as a crew the pattern altitude during our approach briefing.


Second narrative: I didn't realize I was fatigued. While cleared for visual I kept autopilot on and descended to pattern altitude so I thought. I set altitude alerter to 1;500 FT for a visual; but didn't factor in airport elevation. I didn't like the way airport looked to my expectations of what base leg should look like; so I started a climb. ATC said low altitude alert right after that and we landed normally no GPWS etc.


Synopsis: G200 flight crew reports getting very low during a night visual approach after a 12 hour duty day and five legs. The Captain recognizes that he is only 500 FT above the field elevation at the same time the Tower issues a low altitude alert.
Date: 202106
Local time of day: 0601-1200
Location: SYCJ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SYCJ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Taxied onto a closed portion of a new runway extension. No indication on runway of the end of the runway. Runway markings wrong for current use. Runway markings are for full length of new extension. No lights visible for daylight operations indicating the runway end.  A NOTAM indicating the location of the runway end. Runway markings indicating the runway end.




Synopsis: Air carrier Captain reported a runway incursion resulted from incorrect NOTAM; incorrect runway markings and lighting.
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Gusty Crosswind
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Second reporter function: Pilot Not Flying; Captain
Anomaly: Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight; Routine Inspection
Result: General Maintenance Action
Contributing factors: Weather; Human Factors
Primary problem: Ambiguous

Narrative: Gusty crosswind condition taking off. I was PF and during rotation we felt a bump; but thought it was the main landing gear possibly contacting the runway again after initial rotation. After landing we realized that it was a tail strike. We made sure that the airplane was operating and pressurizing normally and once it was verified that it was we continued to our destination. We had never experienced a tailstrike before; so we were unsure what that condition felt like. I felt like the rotation was normal and was surprised to find that we did experience a tailstrike.


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


Synopsis: B737-800 flight crew experienced a bump during rotation in strong gusty crosswinds; but was not sure what caused it. Upon arrival; it was determined that a tailstrike occurred.
Date: 201712
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Icing
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise received cabin altitude warning.  Cabin was at 10;000 ft.  We descended from FL280 to FL100 then further descent to 5;000 ft. [Advised ATC] and landed. QRH complied with O2 masks. Right pack [failed] to maintain pressurization; left pack had been deferred.




Synopsis: B757 Captain reported receiving a cabin altitude warning during cruise.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: T6A Texan II / Harvard II (Raytheon)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Military
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Training / Qualification; Communication Breakdown; Situational Awareness; Workload
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Non IFR rated student was at controls; flying the ILS glide path via a simulated PAR given from instructor. Student became disoriented but did not speak up; aircraft speed increased to a near 'gear over speed'; instructor reduced power and raised nose in order to prevent the over speed. Student still had controls but again did not speak up that he was disoriented. Controls were taken by instructor when aircraft was no longer established on ILS. The decision to execute a missed approach was made simultaneously with radio call from tower advising of low altitude. Missed approach procedures were immediately executed without further incident. Aircraft landed safely on next approach.  Lessons Learned: Do not conduct difficult training in IMC; as all attention is needed to fly the actual instrument approach without increased burden. As an instructor; I became task saturated with the training and near gear over speed and am thankful from the call from tower. In addition; a CRM discussion between pilots was conducted after the flight. 'If you feel disoriented while at the controls; speak up immediately and transfer aircraft control to the pilot not flying; if able.'




Synopsis: A military flight instructor providing instrument instruction in a Texan II reported a controlled flight toward terrain event with a near gear overspeed when the student became overwhelmed in instrument conditions.
Date: 201503
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Light: Dusk
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Airspace: Class C BUR
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Situational Awareness; Distraction; Confusion; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Working as Front Line Manager (FLM) in the Burbank area during slow to moderate traffic session; trying to coordinate training teams; etc.  I heard the VLYR controller instruct a VNY jet departure to fly heading 160; which is unusual because in the runway configuration aircraft always depart this airport heading 110 without exception.  As I went to the position to find out what was happening I observed another jet departing the BUR airport on a 210 heading; directly into the VNY departure.  Luckily there was no traffic to the west of VNY airport and I was able to coordinate the VNY jet departure making a climbing right turn to avoid a possible collision. Had there been traffic to the west of VNY airport; which is the norm by far; this situation would have resulted in an operational error and possible collision.  Furthermore; if one of these aircraft had been NORDO they would have flown directly into the other jet.Before and during this event there were numerous distractions in the area.  The controllers work load was minimal; and after discussing the event they admitted to having their back turned to the scope and simply not paying attention to their traffic because of the conversations happening around them.  In addition; the controller was not using flight strips to keep track of aircraft; even though they were being released on converging headings and climbing to the same altitude.  This is the norm in the Burbank area; and policing distractions is becoming a more and more difficult task. This issue is becoming more serious and more frequent; being the norm on any given shift; to the point of serious distractions in the work area.  Controllers are constantly turning away from there scopes (or even walking away altogether) with live traffic on frequency.A serious emphasis need to be taken on reducing distractions in the control area.  There appears to be little support for this from other management in the area; with the focus more on being laid back; cool; or 'chill.'




Synopsis: A Southern California TRACON (SCT) BUR area Front Line Manager (FLM) reports of a conflict and states that it has to do with distractions in the area. Controllers are not paying attention to what is going on in the area and by chance the FLM heard an odd heading; checked it out; and prevented a loss of separation between the two aircraft.
Date: 201912
Local time of day: 0001-0600
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAX
Second aircraft: Medium Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We called for taxi clearance at the top of the box and were directed to taxi Runway XL via C5 Bravo. The aircraft behind us in the box; Aircraft Z; then called for taxi and was given 6R via C5 Bravo Lima North Route. As we turned onto C5; Aircraft Y; at the top of C6 alley; called for taxi; and was assigned Runway XR via Bravo Lima North Route; give way to the Aircraft Z; (presumably the aircraft behind us). Aircraft Y read back the clearance. As we entered the intersection of Bravo and C6 at around 10 knots; I saw Aircraft Y off my right; and expected that it was going to stop to give way to the aircraft behind us. Instead; Aircraft Y sped up in front of us; cut the corner of C6/Bravo; and went straight onto Bravo in front of us. I immediately slammed on the brakes to prevent a collision; missing Aircraft Y's left wing by about 20-30 feet. Aircraft Y continued down Bravo at a very high speed. Due to the business of the frequency at the time; we were not able to get a word in to query with ground. We resumed taxi and rest of flight was normal.The other aircraft did not follow its taxi clearance and nearly caused a collision with us. ATC can give instructions; but ultimately it's up to us to remain vigilant at all times and verify that other aircraft are doing what they are supposed to do.




Synopsis: Air carrier Captain reported a ground conflict event with another air carrier during taxi out.
Date: 202105
Location: ELP.Tower, TX
Flight conditions: VMC
Aircraft: Small UAS; Multi Rotor
Operator: Commercial Operator (UAS)
Operating under: Part 137
Flight plan: VFR
Mission: Agriculture
Flight phase: Cruise
Airspace: Class C ELP
Second aircraft: Helicopter
Reporter organization: Commercial Operator (UAS)
Reporter function: Remote PIC (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS)
Human factors: Confusion; Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person UAS Crew
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Procedure

Narrative: Flew to a job sprayed a field and was returning to ZZZ. Called El Paso (ELP) Tower on [my] cell phone to let them know I would be flying on the [edge] to pass through the airspace they approved. They informed me of Aircraft Y in the area. Did not visually see a helicopter. Aircraft Y saw me and said he had to take action to not get near me. The event happened west of the ELP airspace. Exiting the El Paso airspace El Paso Tower (Name) asked for my phone number just in case he needed to get in touch with me on the incident.




Synopsis: A UAS pilot reported receiving clearance to fly through Class C airspace. After entering the airspace ATC told the operator they had flown near a helicopter that had to maneuver to avoid the UAS.
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: IMC; 0
Light: Daylight
Aircraft: SR22
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine Indications
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: On an ATC heading of 270; I was given a descent from current altitude of 8;000 feet to 6;000 feet. I selected Vertical Speed ALT on the autopilot control and verified preselected 6;000 feet and VS/Alt on the Primary Flight Display (procedure). Shortly thereafter; I got an 'Engine Sensor Not Communicating' message on my MFD followed by a 'Check Fuel Quantity' message (Which was now indicating '0') and a 'Battery Discharge' message. (These messages cycled intermittently for the remainder of the flight.) While investigating the messages; I noted I had passed through 6;000 feet still in a descent and the autopilot was in the VS only. I was pulling back on the stick and climbing through 5;580 feet when ATC called and stated; 'Callsign; maintain 6;000 feet;' to which I responded; 'Correcting to 6;000.' The next call from ATC was to change over to [frequency]. It appears the spurious signals or lack thereof interrupted the autopilot's capture mode and I did not catch this. There was no autopilot Off Tone to indicate AP Off nor did it sound when manually disconnecting it during subsequent trials. I became distracted by the MFD messages while in flight and should have caught the autopilot mode change. I grounded the aircraft for Maintenance to work the issue.




Synopsis: SR22 pilot reports an 'Eng Sensor not communicating' message on his MFD during descent with autopilot engaged and altitude capture active.  During troubleshooting the autopilot descends 500 feet below selected altitude before detection.