elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: After realizing electrical systems were failing with imminent loss of comms; transponder was squawked to reflect situation. Due turbulence during the turn back to departure airport and small size of the unit buttons; 7700 was initially entered. After shutting down entire electrical system and restarting with only radios; remaining battery power was sufficient to realize and correct squawk code to 7600. Communication with [ATC] center via relay with another flight inbound due to poor transmit power off batteries.Alternator circuit was found tripped upon landing; reset; and electrical system returned to normal; alternator was able to charge battery. Alternator fault was likely a result of overloading the circuit by turning on all aircraft lights during previous landing. Ammeter reading did not show a charge; but also no discharge during run up.Being a low hour pilot; prevention of this situation is obvious to inexperience. Familiarity with breaker panel would have likely allowed correction immediate without requiring to declare loss of comms. Knowing the load limits of the alternator would have prevented the circuit fault. Double checking transponder code would have prevented incorrect squawk code. Since this is a new aircraft to the pilot; further familiarization with systems is required. Paying closer attention to why a small indication is abnormal rather than expecting a failure to present in a specific fashion would prevent the larger failure or potential emergency.




Synopsis: The pilot of a C172 returned to the departure airport after experiencing the loss of electrical power due to an overloaded generator. The pilot did not initially recognize the tripped generator circuit breaker.
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Environment - Non Weather Related; Human Factors; Staffing
Primary problem: Human Factors

Narrative: Today was a very busy day and on top of that our area was short staffed. At the time of the event; all 5 people staffed for the day were working; we needed to have 6 sectors open but couldn't due to staffing issues. We were told that TMU (Traffic Management Unit) was to slow traffic to help alleviate some of the pressure on our area; and we were also told that they could not call for overtime because of the COVID situation at hand. Today was a completely unsafe and unhealthy situation to have been in without any support from management and TMU. What is more important to the NAS; safety or COVID?  At the time of the event; I had been on position for just over an hour and it was after two other sessions that I had been working for well over 2 hours with a 20-30 minute break in between. I was definitely mentally fatigued at this time.  Aircraft Y was a departure from ZZZ flying west bound direct to ZZZZZ slow climbing from FL260 to FL340. Aircraft X was a southbound ZZZ1 arrival initially on a heading to avoid other traffic and descending from FL350 to FL270. I had turned the Aircraft X back on course to ZZZZZ1 thinking they were clear of all other potential traffic. When Aircraft X established to ZZZZZ1 they 'flashed' with the Aircraft Y aircraft heading west bound near ZZZZZ1. I had already switched the Aircraft Y to [the adjacent ARTCC]. So I turned Aircraft X and called traffic. The turn helped but still didn't fix the situation. Ended with 4.5 miles and 300 feet. We need to have the support from not only our local management but also national level management. Volume needed to be slowed due to staffing. Regardless of what the airlines are pushing for or wanting from us. We have to be safe first.




Synopsis: Center Controller reported an understaffed shift and multiple sessions on position resulted in mental fatigue leading to an airborne conflict.
Date: 201909
Local time of day: 1201-1800
Location: LGA.Airport, NY
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B LGA
ATC / advisory: Tower LGA
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: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Company Policy; Chart Or Publication; Airport; Procedure; Human Factors
Primary problem: Human Factors

Narrative: During taxi out to Runway 13 at LGA for departure; we were on Taxiway G just northwest of the Runway 4/22 intersection. LGA Ground Control instructed us to continue to taxi on G and to 'hold short of the merge'.  That instruction and phraseology 'hold short of the merge' is confusing and not a standard hold short instruction. As you taxi northwest on Taxiway G; there are two spot that could be considered 'the merge'. You could call 'the merge' at Taxiway G and DD or at Taxiway G where it merges with Taxiway P just short of Runway 13/31. At the same time we were give this instruction; another aircraft on Taxiway DD was told to 'hold short of the wind sock'. These types of instructions at LGA are happening on a regular basis and lead to confusion among pilots. LGA Controllers continue to use non-standard phraseology on a regular basis. It happens almost every time I fly into or out of LGA.The LGA Controllers really need to be educated on the proper use of standard phraseology to prevent confusion among pilots. I know it is a busy airport; but using proper phraseology as outlined in the AIM and the 7110.65 would go a long way to help reduce the radio congestion at LGA that is plagued with repeated and missed instructions due to the lack of proper communication.




Synopsis: Air carrier Captain reported Tower's use of non standard taxi phraseology caused confusion.
Date: 201905
Local time of day: 1201-1800
Location: MSY.Airport, LA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B MSY
ATC / advisory: Ground MSY
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Placement of the permanent EFB (Electronic Flight Bag) mount causes the bottom part of the iPad to extend into the area needed to freely operate the tiller and the yoke. This restricts the pilot's ability to use the flight controls and severely restricts turning the tiller and yoke to the right. We verified proper seated position in accordance with [manual guidance] which places the pilot in a slightly higher seated position. This in fact exacerbates the problem by raising forearm position and reducing clearance between left forearm and the base of the iPad. The solution that I utilize is removing the iPad from its mount during all ground operations and any critical inflight operation to include taxi; takeoff; departure; climb; approach; and landing. I realize this is not optimal but believe it better than not being able to use the full authority of the flight controls in a critical situation.Remove permanent EFB mount in its current form and redesign to allow more articulation to be movable to a position that does not interfere with flight controls and aircraft handling.




Synopsis: B737-700 Captain reported the iPad mount as currently designed interferes with flight control and nose wheel tiller movement.
Date: 201401
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was returning to my home airfield after I had just refueled. The day was cold; with a large dew-point spread (>10 degrees). About 5 miles to the west at an altitude of 2;500 FT; I noticed the engine was running rough. I applied carburetor heat and the engine began to run smoother. After a minute or so; I removed the carb heat. While mid-field on the right downwind; the engine began running significantly rougher. I again applied carb heat; the power loss was significant; but the engine did run smoother. While on downwind; the Tower called two departures prior to my arrival. I acknowledged the call. The engine continued to lose power. I called the Tower and told them I had a rough-running engine and I needed to land immediately. Tower cleared me to land. At this point; even with carb heat; the engine was surging and not developing power. I had enough altitude and speed to land normally. During roll-out the engine quit. I had enough momentum to continue off the runway and onto Taxiway Foxtrot. I was unable to restart the engine after several attempts while on Foxtrot. I called Ground and told them I would require assistance. Ground arranged for an FBO to tug the aircraft back to my hangar. No further attempt to restart the engine was made. After reaching the hangar; I checked and found the oil level to be normal. I removed the cowling but found nothing amiss that I could see. I will contact my Mechanic to diagnose the problem. While I initially suspected carburetor ice; the issue may be more serious; since the engine did not restart on the ground.




Synopsis: PA28 pilot experiences a rough running engine on downwind and advises ATC. Priority handling is provided by the Tower and a safe landing ensues. During roll out the engine quits and cannot be restarted.
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew Regained Aircraft Control; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon taking off from ZZZ; aircraft would not trim nose down and took both crew members to control the pitch of the aircraft.  Retarding power still would not stop the aggressive climb based on the trim failure.  We received a primary trim fail CAS (Crew Alerting System) message.  At this point in time; it was not possible to maintain an assigned altitude and we [advised ATC] and requested a block altitude and requested a return to the airport.  Selecting secondary trim worked and we were able to trim the aircraft properly.  We elected to do a flaps 15 landing to minimize excessive trim requirements.  We landed safely on Runway XXR and taxied uneventfully to the FBO.


Second narrative: On climbout; aircraft experienced a pitch trim fail. It took both crew members to force the nose down initially. Crew activated secondary pitch trim which worked properly. Although in IMC; crew remained below clouds to maintain visual with the runway. We flew a normal pattern; entering a left downwind for [Runway] XXR. Crew [advised ATC] and elected to land flap 15 to negate possible pitch abnormalities. Crash/Fire rescue followed us to the FBO ramp as a precaution.


Synopsis: CE-680 flight crew encountered Trim Failure after takeoff; advised ATC; returned to departure airport; and landed uneventfully.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted
Contributing factors: Human Factors; Weather; Aircraft
Primary problem: Human Factors

Narrative: I was in cruising flight when I experienced rapid and substantial loss/gains in RPMs. At the time I was unsure if the situation was going to continue or get worse and felt it was necessary to land immediately. I contacted [the closest] tower and requested to land as I was fearful the engine might quit. I landed safely and contacted my flight instructor. He came to meet me and after performing multiple tests on the ground we determined the plane was safe to fly back to [home airport].




Synopsis: The pilot of a C172 reported the loss of engine power that resulted in a successful landing at an intermediate airport. The loss of power could not be duplicated.
Date: 201903
Local time of day: 1801-2400
Location: EGE.Airport, CO
Flight conditions: Marginal
Light: Dusk
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E D01
ATC / advisory: TRACON D01
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: Very bad weather all day; finally an opportunity to take off arose; but we had to depart off RWY 7 the briefing guide doesn't have any climb guidance on either of the SIDs off [Runway] 7. We were on the climbout passing 10;000 feet; the airplane commanded a decrease in pitch to start accelerating to climb speed. This caused a caution terrain. We had visual contact with the terrain and continued our climb.Runway 7 is hardly ever used; we need more information in the briefing guide and on the company Jeppesen pages. Departing RWY7 there is no climb speed guidance. There should be a recommendation for a climb speed of L/D max (Minimum Drag Speed) until 14;000 feet off that runway. We reach 10;000 feet very quickly and then the airplane goes into acceleration mode.




Synopsis: Air carrier First Officer reported a terrain warning when the aircraft pitch decreased to accelerate during climb out EGE airport. Reporter stated more information in the briefing guide and on charts is need on recommended climb speeds when departing Runway 7.
Date: 201305
Local time of day: 0601-1200
Location: ABY.Airport, GA
Flight conditions: VMC
Light: Dawn
Aircraft: Light Transport
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ABY
Reporter organization: Air Taxi
Reporter function: Other / Unknown
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: Pilot departed the cargo ramp and taxied to Runway 22.  He made the CTAF advisory and turned on the runway lights.  The Control Tower was closed.  He heard no other traffic; and began the takeoff roll.  As he rotated at the intersection with Runway 16; he saw an airport operations truck cross Runway 22 just below him.  Had he not rotated at that time; a collision would have occurred.  He estimates he missed the truck 'by inches' but it was probably closer to 50' vertically.  The pilot reported that he declared his intentions on the CTAF.  The operations person conducting a runway check also said he declared his intentions on CTAF.  Neither heard each other.  The pilot; who operates regularly out of ABY; reported that there have been other instances where aircraft have lined up and taken off on Runway [4] after he reported he was taking Runway 22.  The Control Tower Supervisor conducted an investigation and found that the CTAF is not reliable.  Aircraft and vehicles on the cargo ramp do not hear aircraft and vehicles on the passenger ramp!  This has been reported to the FAA for investigation into the communication problems.  A NOTAM was put out today advising that the CTAF is not reliable.  This is an accident waiting to happen!  The fact that it was suspected that there may be a communication problem because of previous close encounters; but not reported; is alarming.  When operating at uncontrolled airports; it is imperative that pilots assume the other traffic does not hear them and react accordingly.

Callback: Reporter states that the communications anomaly at ABY is currently being investigated.



Synopsis: Reporter described communication problems at ABY that do not allow aircraft and vehicles on the ground to hear each other on the CTAF.  In this instance; a near collision with an airport operations vehicle occurred during takeoff.  Both the pilot and the vehicle operator announced their intentions on the CTAF; but neither was heard by the other.
Date: 201309
Local time of day: 0001-0600
Location: D01.TRACON, CO
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: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01; Tower DEN
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: On approach to Runway 16L descending just prior to KIKME Intersection an Airbus overshot the 16R localizer and flew what appeared to be less than 200 FT directly below our aircraft. Tower on frequency 120.8 did not call the traffic. We received a split last second RA and then it cleared. While it cleared I saw the Airbus banking away from us in a descent. This is the closest I have ever come to a mid air collision in my entire career!I am still trying to determine how the Airbus got so close so fast. At this point I have to assume that they were at a very aggressive intercept angle. The whole time our aircraft was on the localizer and glideslope with the autopilot on and the needles were perfectly aligned.  We were in a stable descent on the glideslope well before seeing the Airbus.  The flight landed without further incident. The threats were the Airbus flying underneath our aircraft.  ATC not calling out either the Airbus or the other airliner to our left until after we told them what had happened. I think ATC should have warned us about the Airbus so we could have taken action before the TCAS gave us the TA/RA.




Synopsis: An air carrier crew on approach to DEN Runway 16L had a near miss and TCAS RA with an air carrier aircraft which overshot Runway 16R with no warning or comment from ATC until after the encounter.