elihoole/asrs-aviation-reports huggingface dataset:
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Magneto/Distributor
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I was conducting a post-maintenance flight over the airport before continuing on course to my final destination. The reason for the post-maintenance flight was the mags had been overhauled. The plan was to circle over the airport twice before proceeding to [my] destination.  The preflight revealed no issues. The initial runup revealed no issues. Tower cleared me for takeoff.  On the downwind is when I pulled the RPM and throttle back; the engine began to run rough.  I scanned the cylinder head temperature's (CHT) and found one cylinder reading 400 degrees F - not normal! I decided to turn base to the runway that was outside my window. I realized it was not the runway I was given the option for. On short final; I told tower that I had a rough running engine so that I would be given clearance to land runway 03L. I was given clearance and landed without issue. I conducted a second runup and the mags failed the check. I parked the airplane and called the mechanic familiar with my airplane and issue.  It was clear to me that I was task saturated because of the mechanical issue and being single crew resource. This was the reason for losing situational awareness of the runway environment. I was concerned that an engine failure was imminent.




Synopsis: After takeoff; the engine started running rough and one Cylinder Head Temperature was reading high; while paying attention to those issues; the pilot lost runway orientation; and landed without incident.
Date: 202005
Light: Daylight
Aircraft: Commercial Fixed Wing
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
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Human Factors

Narrative: I was flying in A position. About 20 minutes into the flight a passenger began coughing violently in row X window seat Captain's side. I went over; passenger threw up in mask. I was about 2 feet away to help assist. I gave passenger napkins; a new mask; and several double bagged trash bags. I went to ask how passenger felt. Passenger said very nauseous and ate before flight and usually never eats before flight. Flies all the time. I said okay. I turned on air vent and put a cool towel on passenger's head and gave passenger water. I told passenger to ring me again for anything. Ten minutes later I heard passenger wheezing and coughing again. Passenger's mask was off and was puking in the bag. Again I was two feet away. Passenger was retching and coughing in my face. I told passenger to put a mask on in order for me to assist safely. Passenger did. I asked passenger to tell me what's going on again and if oxygen [was needed] or for me to call for medical personnel on board. Passenger declined both. Passenger can't breathe and feels hot. I call the Captain and tell him what is happening. Based on the coughing and hotness alone he and [I] both decided EMT's should meet the flight during this pandemic. Passenger doesn't throw up anymore. We land. EMT's are there upon arrival along with supervisors and gate agent. I tell the supervisors; gate agent and airport personnel what happened. The EMT's said passenger had airsickness and left. I called the base and spoke to Person A. I told her what happened and my concerns and that I wanted to take a test since passenger coughed directly in my face and the puke bag with bodily fluid was open. I was told by Person A and Person B; because I notified them of the incident if I test positive; I will not be pulled with pay; since I notified them. The supervisors need to have correct information if exposed to COVID-19 while on duty.




Synopsis: Air carrier Flight Attendant reported interacting with a sick passenger in flight who was possibly exhibiting COVID-19 symptoms.
Date: 202103
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was inbound to ZZZ from the southeast at 1;500 feet MSL; making entry for a left-hand downwind for Runway XX. Listening on CTAF; there was a Helicopter flying the practice ILS [Runway] XY into ZZZ; about 5 miles out. There were two aircraft ready to go on Runway XX; a Cirrus Aircraft X and an experimental Aircraft Z. The Helicopter continued to make position reports; e.g. 'ZZZ Traffic; Navy helicopter on 4 mile final; ILS [Runway] XY'The Cirrus started to roll on Runway XX; while the Helicopter was now on about a 0.5 mile final for runway XY. As I overflew the field; I watched as the Helicopter and the Cirrus were on a collision path headed towards the intersection of runways at ZZZ. While the Cirrus was on the roll; he inquired on CTAF if the Helicopter had the Cirrus in sight. The Helicopter said it did and being a helicopter; was able to immediately with a swift pitch up maneuver; reduce airspeed and come to a hover before the runway intersection; thus preventing a collision. The Cirrus continued to take off and fly the upwind leg up and out of the airport. I believe the issue stemmed from the Helicopter making radio calls including IFR terms while the pilot in the Cirrus may have been a VFR only pilot. The inclusion of 'ILS' may have caused confusion with the Cirrus pilot; making them feel that the helicopter was farther away than reality.




Synopsis: Pilot reported a Near Mid Air Collision during final approach.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Ultralight
Operating under: Part 91
Flight plan: None
Mission: Test Flight / Demonstration
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During flight testing of an experimental; retractable gear aircraft; the landing gear failed to extend.  The failure was first noted at 2;500 feet AGL while configuring for landing stalls.  The left main gear failed to lock down; as noted by the left main gear indicator light remaining red.  The gear would retract normally.  Several attempts at extension were made; including during pitch and yaw; to no avail. Manual extension of the gear was attempted following POH (Pilots Operating Handbook) checklist procedures; but the manual pump handle would not move. The decision was made; as recommended by the POH emergency procedure; to land with all gear retracted.  The aircraft returned to the airport of origin; which also had a grass runway.  Landing was made with full flaps at stall speed; and slid about 250 feet in the grass before stopping. There were no injuries to the single occupant of the aircraft.




Synopsis: Ultralight pilot during flight test of retractable gear aircraft reports on gear up landing.
Date: 201206
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: 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 DEN
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Procedure

Narrative: We landed 16R. Taxi in on WB. Ground Control told us to taxi north on G and enter ramp on CS. While eastbound on WB; a southbound jet on Foxtrot encroached into my path and I stopped (aggressively) my aircraft. I did not hear ground tell him to hold short; nor was I given instructions to give way to him. I had (optimistically) believed that since I was ahead and would cross the intersection prior to him that he would have given way; or had been given that without me hearing it. (Having just changed from Tower to Ground shortly prior.) I now believe Ground missed the conflict and only the action of both crews prevented further conflict.




Synopsis: An air carrier Captain reported a conflict with another aircraft while taxiing on DEN Taxiway WB after ATC failed to issue taxi guidance to either aircraft.
Date: 201908
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: When landing on Runway XX we were expecting to make a left turn on [Taxiway] XX or [Taxiway] XY as it is noted in our airport briefing from the company. However; making a right turn abeam Taxiway XZ to go direct to the gate is in my opinion unsafe. As the Pilot Monitoring; I have to answer ATC while we are still in deceleration phase; make my call out; start the time for the engines. After exiting the runway; I still have to do my after-landing flow while being able to look outside and help the Captain taxiing in a very close space that is itself a hot spot. Because of the proximity of the gate; all this take place in a very short period of time. The Approach and landing in ZZZ require a high level of attention. The high terrain; the high volume of traffic. The size of the airport and the design of the ramp is unusually compact and require attention and maneuver that we do not experience in any other 'standard' airports we are flying into. Therefore; I do believe that making a left turn would have been the safest option for taxi. It would have given us the time to do our procedures; acquire a better awareness of our surrounding; avoid possible miscommunication and compromise the safety of all. This was our first time for both of us. It is also worth noting that this was our second leg. We flew a 4.1 hours leg from ZZZ1. Left ZZZ1 with a 40 min delay. We did a 37 min turn around in ZZZ2.




Synopsis: A319 pilot recommends alternate taxi procedure.
Date: 201208
Local time of day: 0601-1200
Location: PVC.Airport, MA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E K90; TFR VIP
ATC / advisory: TRACON K90
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Observed TFR centered about Chatham on the [internet] TFR map service. Approximately an hour later; obtained Wx-Brief phone briefing; with destination of ACK. No NOTAMs for ACK. Again; discussed the TFR; determined how to avoid (fly at 3;000 FT or higher at and near Chatham; the center of the TFR). Approximately 30 minutes later; after discussing the day with passengers for a 'pleasure' flight; decided to fly to PVC instead of ACK. Thought process: Having learned that the TFR was of the 'VIP' small variety; not affecting ACK; over flyable at 3;000 FT; with Chatham no longer along the route; thought the TFR to be a non-factor for this flight. En route: with 1200 on the transponder; did NOT obtain flight following. [I] maintained a careful vigil for traffic; appropriate for the perfect VFR weather. Approximately 45 minutes later; self-announced a left-base entry for Runway 7; self-announced final; and then landed at PVC to learn that the VIP had driven from Chatham to the town of Provincetown; and that PVC was under TFR. Clearly; I did not have NOTAMs specifically for PVC as I had modified the destination after my Wx-Brief briefing. Other note: I had just days earlier obtained a Stratus ADS-B; had selected the TFR overlay; observed quickly and early in the flight what I presumed was a TFR circle around Chatham. PVC looked normal to me throughout the flight. Suggestions for myself and others for the future: When changing from a Wx-Brief'd destination to a new one; utilize a backup means of knowing NOTAMs for the new destination. Backup mechanisms could include: Flight following; more adept usage of Foreflight/ADS-B; especially when a TFR is known to be in the local area.




Synopsis: C210 pilot reports inadvertently entering a TFR which apparently moved from its' original NOTAM'ed position and did not appear on a iPad using Stratus ADS-B in.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Rudder Trim System
Component problem: Design; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; MEL
Primary problem: MEL

Narrative: Aircraft X had MEL 27-22-XX Rudder Trim Sys 2 applied. This requires Operations Procedures - Test '2' to be completed. During this test while following directions you hold the rudder trim full L and reset; then hold full R and it instructs you to push in the FAC2 and the test is complete; it omits the reset step after full R trim. I called Maintenance Control and asked them about it and after much confusion on their part she finally understood what was missing and instructed me to push the reset. Test 1 for a Sys 1 does instruct the reset to be pushed after full L and R. Test 2 is missing vital written language the leaves the aircraft in an unsafe condition for pushback. Maintenance manuals need to be accurate and complete for safety of our flight crews and passengers.




Synopsis: A320 Captain reported the procedure to perform a flight control test per the MEL was incomplete.
Date: 202110
Local time of day: 1201-1800
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Reporter organization: Personal
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction; Human-Machine Interface; Confusion; Workload
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
Result: Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: In central California there are apparently two waypoints with the same sounding name. PONDD (near Bakersfield) and PONND (near Fresno).  This led me to inadvertently input the wrong waypoint (PONND instead of PONDD) into my navigator on departure from FAT. Recommend a review of the two way points for renaming or deletion of one to avoid future confusion for pilots and ATC.




Synopsis: Pilot flying in ZOA airspace reported a navigation error due to two waypoints in the same geographic area with similar names - PONDD and PONND.
Date: 202006
Location: IAD.Airport, DC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAD
ATC / advisory: Tower IAD
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Airspace Structure; Aircraft
Primary problem: Aircraft

Narrative: On a 3 mile final to RWY 1C I noticed a yellow RPA [Remote Piloted Aircraft] about 2000' to our right and a few hundred feet below us. It was approximately 12' long; shaped like a bow tie. We did not need to maneuver and were able to land without incident. Local people not understanding the possible outcome of flying their drone near a commercial airport. Local news could reiterate drone restrictions.




Synopsis: Air carrier First Officer reported an airborne conflict with a UAV on final approach.
Date: 201511
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Turbulence; Rain
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor
Human factors: Training / Qualification
Anomaly: Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: I was the flying pilot on the ILS Runway XXR at ZZZ. The winds had been reported as pretty gusty since we received our weather packet [at the departure airport.]Last spring; on the same approach to the same runway with similar wind conditions I ran out of throw on the stick while landing and had to do a go-around. On our second attempt we got a wind shear alert and went around again; so this time I was ready for what I anticipated to be a difficult approach and landing.At approximately 200 feet AGL I encountered a gust from the left (winds were 240 at 13 gusting to 21 KTS). I sharply countered the gust using left stick; however I overcorrected and the plane rolled approximately 10 [degrees] to the left. I countered that roll with right stick; but also over corrected so the plane entered a similar bank angle to the right. I corrected for that with left stick and at that point realized I was encountering a pilot induced oscillation so I then centered the stick to get out of the oscillation. During the oscillation the spoilers had extended apparently causing us to get a bit low on profile.The Captain said something like 'you're getting low.' At that point I noticed one white light and three red lights on the PAPI so I decreased my sink and said 'correcting.' The landing was fine and uneventful. After blocking-in I talked with the Captain about the approach and my oscillation. He suggested that I hand fly the airplane more during gusty weather and disconnect the autopilot earlier during the approach (I disconnected it at minimums.) I plan on following this advice to help get a better feel for the winds effects on the plane.I think that because of my previous experience on that runway with gusty winds I was 'over-primed' to make corrections that in this case were too much.




Synopsis: A320 First Officer landing during gusty crosswind conditions encountered pilot induced oscillations. Captain recommended hand flying the aircraft more during gusty weather and disconnecting the autopilot earlier during approach.