elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Distribution Busbar
Component problem: Failed
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After given vectors to intercept the ILS/LOC on final approach; Low Bus light indicator came ON. Initiated checklist in anticipation of electrical failure. A minute or two after Low Bus light indicator came ON; PDF and MFD malfunction occurred by showing Red X's on the screens; then the GPS system shut down. We were able to squawk 7700 before completely losing all electrical components. I was able to hear the Tower and complied with their instructions. I am not sure they could receive any transmission from the aircraft. I tried to let the Tower know I could hear them by pressing 'Ident'. I was given 'clear to land' clearance and proceeded to land the aircraft under VMC. We were met by an emergency response team after cleared off the runway and explained to them that we had no electrical components; therefore; couldn't communicate with the Tower. They escorted us to FBO where mechanic look at the aircraft and concluded that the ring on the Terminal Bus broke; causing the issue.




Synopsis: PA-28 pilot reported landing safely after experiencing loss of electrical power.
Date: 202012
Local time of day: 1201-1800
Location: DCA.Airport, DC
Weather elements / visibility: Snow
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Other / Unknown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue; Ground Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Destination Arrival
Result: General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I was Check Airman conducting Captain IOE on flight DCA-ZZZ1 . Light Snow Pellets falling at the time with small accumulations observed on aircraft surfaces. Decision made to de-ice type 1 only since we were number one for takeoff and de-ice pad is near departure end of runway 1 at DCA. We received our type 1 application; the Post de-icing report was received; and we taxied out and departed within specified holdover time. Takeoff was uneventful with no abnormalities noted.After landing in ZZZ1 a deadheading [DCA Pilot] based Captain came into the cockpit and presented to me a picture of our left wing immediately following de-icing. This picture showed significant accumulations of ice on the rear of the wing. The discussion we had was that the de-ice crew in DCA did a very cursory job of de-icing the aircraft and merely pushed the sum total of accumulation that was on the wing to the rear of the wing without melting it or pushing it off the wing. This calls into question a number of issues to include the competence and training of the de-ice personnel as well as whether the fluid used was at the correct ratio and temperature. Unfortunately; I do not have a picture of the right wing for comparison purposes.Immediately following this flight and within minutes of being made aware of what occurred; the new Captain and I went to the ZZZ1 Chief Pilots office and met with Chief Pilots [names] so they could communicate to the DCA station to make certain no additional airplanes left that day without being properly de-iced and that I would follow up with a report. [Reporter stated the cause of the incident was] DCA de-ice personnel not properly trained and supervised.More training and oversight of station de-ice personnel.




Synopsis: Captain reported being notified of a 'significant accumulation of ice' remained on left wing after deicing at departure airport.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel System
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: [We] declared emergency on downwind after being cleared to land. Was granted emergency by Tower and landed uneventfully. Was doing timed fuel burn measurements of the header tank orbiting at 1;300 FT above runway in right hand orbits. All fuel was flowing from the freshly filled header tank. The main tanks had about 15 gallons. Flight approved by Tower. On final orbit; [we] turned to downwind from upwind leg at 1;300 FT started descent into traffic pattern. [We were] cleared to land; number 2 behind a high wing piper on three mile final. I acknowledged and descended to pattern altitude of 850 FT. Before descending to pattern altitude I switched to main fuel tanks. At mid-field downwind; I realized the header tank had run dry and the engine had stopped and the prop had stopped. I had sufficient altitude for a safe landing; but not enough time to restart the engine. My Varieze has an electric starter; so can easily be air started with sufficient time and altitude. The Piper ahead of me was now about 500 FT AGL and about one mile from the airport. So I declared an emergency so I could land first. The Tower immediately cleared me to land and advised the Piper to go around. I landed and turned off at the first taxiway so did not delay any arrivals or departures. I restarted the engine and ground control cleared me to taxi to the hangar. After shutdown; I called the Tower and advised them of the reason for declaring emergency. They advised this was a routine situation and caused no safety issue. Lesson learned was that the timing tests of the fuel burn from the header tank are not as reliable as earlier tests. I had done the same test the day before; but did orbits at 100 additional RPM. [I] also learned that if the engine stops during a descent with idle power; it is difficult to tell if it is running since the prop is aft. So on a prolonged descent at idle power will occasionally increase throttle to detect a response. [I] also will monitor the EGT gauges for loss of temperature.




Synopsis: Varieze pilot experiences fuel starvation on downwind while doing timed fuel burn measurements of the header tank. An emergency is declared and a dead stick landing ensues.
Date: 201710
Local time of day: 1201-1800
Location: CVG.Airport, KY
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower CVG
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We took Runway 27 for takeoff at CVG and then were cleared for takeoff.  As I advanced the thrust levers and the aircraft began to accelerate; before I took my hand off the thrust levers for the FO to set thrust I heard tower announce 'STOP! STOP! STOP!'  I immediately retarded the thrust levers and aborted the takeoff.  While the abort was happening ATC told us we were cleared to takeoff and we informed them we had aborted the takeoff.  ATC then asked why did you abort; was it a 'confusion with call signs?'  We let them know we did not hear a call sign we just heard an announcement on tower to stop.  We cleared the runway; ran the checklists; contacted [operations control] and told them we had done a low speed rejected takeoff; and they told us we were okay to depart.




Synopsis: Air Carrier Captain reported a rejected takeoff after hearing the Tower Controller broadcast STOP STOP STOP without a call sign.
Date: 201601
Local time of day: 1201-1800
Location: DED.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 20
Light: Dusk
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF DED
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Dusk time; multiple aircraft in the pattern. All appropriate radio calls were made by all participating aircraft. Approximately 4 aircraft in pattern at Deland using Runway 30. Upon crossing the threshold of the runway and touchdown; landing aircraft (myself) saw another aircraft cross the runway at an inappropriate time. A small aircraft crossed at Taxiway Alpha intersection on Runway 30 located 1;000 feet from the threshold. Aircraft crossed made no call and appeared to have been accelerating; denoting a 'beat the landing traffic' movement. Aircraft did not respond once called on the radio. Landing aircraft made hard braking action and evasive maneuvers as to not collide with crossing aircraft. Extreme negligence by crossing traffic caused near miss.




Synopsis: Pilot had to take evasive action by braking heavily to avoid a ground collision with other aircraft crossing the landing runway.
Date: 201201
Local time of day: 1801-2400
Location: MEM.Airport, TN
Aircraft: MD-88
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B MEM
ATC / advisory: Tower MEM
Second aircraft: Regional Jet CL65; Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Workload
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors; Weather
Primary problem: Procedure

Narrative: MEM was running ILS staggered approaches to Runways 36L and 36R and ILS approaches to Runway 9. The weather was low ceilings and poor visibility. The M03 Final Controller for Runway 36L had given me several aircraft that were compressing hard on the preceding Runway 36R arrival. So I had to watch the compression issues; get the aircraft arriving Runway 36L in sight as well as the aircraft arriving Runway 9; as well as get departures out off [of] Runway 9 as soon as I could see the arriving aircraft on Runway 36R. There had already been breakouts due to aircraft being too high for the approach or compression on Runway 36L. I mentioned to the supervisor that we should suspend Runway 9 arrivals if we were going to continue to have compression issues with the Runway 36L and 36R arrivals because I didn't have anywhere to go with missed approaches off of Runway 36L. I broke our MD88 off of Runway 36L because of compression issues. I issued him a turn to heading 250 and an altitude of 2;000. He initially turned but then I noticed that it appeared that he had stopped his turn on a 310 or so heading and was still heading towards the Runway 9 final. I told him to turn NOW to a 230 heading and broke a CL65 off of the Runway 9 final to ensure separation. When the ceilings or visibility are low; DO NOT run two CONVERGING runways. M03 had simultaneous parallel approaches; we need to use them.




Synopsis: MEM Local Controller described a loss of separation event during simultaneous approach procedures to Runways 36L/R and Runway 9; claiming the weather conditions were unsuitable for the operation.
Date: 201509
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Unstabilized Approach
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Was landing on Runway 18. The plane porpoised so did a touch and go. As I was climbing the throttle was jammed in idle position but was performing at around full power. On final attempted to land the plane; the ignition was turned to off to slow the plane down. When the nose touched the runway; it popped up and the prop struck. The landing was slow and steady.




Synopsis: DA40 student pilot experiences a bounced landing and a go around. The throttle is jammed at the idle position; but the engine is producing full power. On final approach the ignition is turned off and another bounced landing occurs; this time with a prop strike.
Date: 201305
Local time of day: 1801-2400
Location: ZAB.ARTCC, NM
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Second aircraft: Challenger CL601
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
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
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had two aircraft going to TUS from Mexico; Aircraft X and Aircraft Y both had an altitude of FL220. Aircraft Y also had an altitude of FL220; all assigned by MMZT Center. Aircraft X came over the border and called me; right around VYLLA; descending out of FL240 for FL220. Apparently MMZT didn't issue a restriction. We are technically non-radar going back and forth over VYLLA between ZAB and MMZT (adequate radar coverage; no handoffs). About ten minutes later; Aircraft Y came over the border. They were on a bad code; so the track didn't auto acquire in ERAM. Two sectors asked if I had someone coming from MMZT's airspace; I said yes; a TUS lander. The limited code was seen crossing the border at FL261; violating another sectors airspace; they called me right about the same time. I RADAR identified them and asked the pilot if MMZT had given them a restriction. They said no; just a straight descent to FL220. I know this is being addressed but I'm adding these two instances because I want those who are looking at these systemic problems along the southern border to know that this is a ubiquitous and systemic problem.




Synopsis: ZAB Controller expressed concern regarding ATC assignments made by MMZT controllers noting the same altitude was given to multiple aircraft; the reporter claiming continued systematic ATC problems along the Southern border.
Date: 201908
Local time of day: 0001-0600
Location: MDT.TRACON, PA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E HAR
ATC / advisory: TRACON MDT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Airport; Human Factors
Primary problem: Aircraft

Narrative: I was scenic flying 4;500 feet; VFR; flight following with Approach.  Flying a heading of 252; I observed what I thought was another aircraft some distance off my left side and at a much higher altitude. Very quickly; I determined the object was much closer than first perceived and thought it maybe a rogue balloon. As I flew past the object; it was identified as some type of quad-copter; white in color. The object was about 75 yards to my left and 33 yards above as we passed it. I cannot qualify if it was coming toward us or we were overtaking it. Approach was immediately contacted and asked if there was any drone activity in the area and advised of the sighting. There were no further incidents the remainder of the flight.




Synopsis: A Cessna pilot reported a near miss with a Drone.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ1
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Landing Runway XX in ZZZ experienced a bump on the runway after landing which was coupled with a wind shear causing a directional control problem. Pilot made control inputs to correct situation. Wind speed and direction varied greatly. Pilot was unable to maintain directional control. Aircraft ground looped to the right approximately midfield. No human injuries were sustained.




Synopsis: Pilot of an amateur-built aircraft reported a windshear-caused ground loop on landing rollout.
Date: 201204
Location: ZZZZ.Airport, FO
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Fatigue; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Divert due to our foreign destination closure. We parked at a remote (with stairs)... I advised crew desk we were over duty. Scheduling Manager instructed me to instruct the crew that since we had NO egress we were on continuous duty! I disagreed. Thus we ended up remaining on duty for 21 hours and 37 minutes and many on my crew were extremely fatigued and certainly felt we were unable to function to the best of our abilities; let alone properly evacuate an airplane. I felt with the Scheduling Manager's wording to me over the cell call that if we did NOT continue our journey he would have given a direct order. His tone was very intimidating. The cockpit heard and agreed!




Synopsis: A very fatigued flight attendant crew remained on duty over twenty-one hours after the flight diverted due to the destination airport closure.
Date: 201907
Location: SFO.Airport, CA
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: This is in regard to the operations alert at SFO concerning the use of taxi-lane 'Y'. The text of this operations alert references 'group 3 aircraft'. That is an ATC term. It is not defined anywhere in any of our manuals that I can find. Thus it should not be used in an operations alert or pilot bulletin because it means absolutely nothing to the average line pilot. Instead; this operations alert should have said that taxi-lane 'Y' is restricted to B737 series and A320 series and smaller; or wingspan less than 118 feet. That language actually means something to the average line pilot.




Synopsis: B757 Captain reported confusing language found in a temporary taxi alert.