elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Other Part 61
Flight plan: VFR
Mission: Training
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Weather / Turbulence; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I landed on Runway XX and my airspeed was approximately 76 knots. As soon as I touched ground; I slowed down in order to follow Controller directions. The Controller asked if I could make Taxiway Alpha X. By that point; I had already passed the taxiway and responded to the Controller in which I stated negative. The Controller's commands were to make a left turn at Taxiway Golf. I then proceeded to slow down and pulled back on the yoke to the turn left onto Taxiway Golf. Before fully exiting the runway; the tires of the plane became stuck on the snow ground and I was not able to move forward. The Controller questioned me and asked if I was able to move forward. I replied that I was unable to and that I was stuck in the snow. The Controller responded back and said hold tight; ground operations was on their way. As ground operations came; I shut off the plane and aided the ground operations staff in pushing the plane backwards. We successfully pushed the plane out of the snow.I started the plane back up and I was then able to make a U-turn back onto the Runway XX and taxi onto Alpha Y. The sign for Bravo (B) was not visible and I exited off of Alpha Y; made the left turn for Alpha and then right turn for Bravo.This experience taught me to avoid any taxiways that appear to have ice or snow on them. I also learned that I must make the judgement as being the pilot in command. As the pilot in command; I have the ability to deny requests made by Air Traffic Controller if I cannot adhere to their request promptly. I must note that it is important that all parties involved must remain safe; since safety is a priority of mine.




Synopsis: GA pilot reported a taxiway excursion and getting stuck on the ground snow/ice.
Date: 202103
Local time of day: 0601-1200
Location: LOM.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class G LOM
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Communication Breakdown; Human-Machine Interface; Workload; Situational Awareness; Time Pressure
Anomaly: Conflict NMAC
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I departed Wings field while a TFR was active. Wings field has a cut-out for the TFR but I still got a discrete code and frequency from Philly ATC before departing. When I departed; there was one plane that had just done a go-around and another coming from the north to cross the field and enter the pattern. Rather than do a left turn out and add congestion to the left downwind; I decided to do a right turnout to stay away from the traffic in the downwind and provide room for the incoming traffic to enter the pattern. I announced my intentions on CTAF and the inbound plane acknowledged my intent. The runway I departed (24) headed directly at the TFR. My plan was to call Philly; turn into the TFR and get clearance through the Bravo airspace. As I climbed; the TFR was coming up very quickly. I was not at TPA (Traffic Pattern Altitude) but I was also not talking to Philly yet. I was concerned about entering the TFR without talking even though I was transmitting a discrete code. So; I made a hard turn to the right to stay out of the TFR but was anxious about calling Philly. I changed off CTAF and called Philly (but was still climbing to TPA). Just as I did; my traffic alert system started sounding an alarm. I could not hear what Philly was saying because the traffic alert system was extremely loud. I assumed it was alerting me to the traffic in the left downwind and I tried to silence it. As a result of trying to talk to Philly and trying to silence the traffic alert system; I got distracted and failed to keep my head outside the aircraft (failed to aviate above everything else). When I finally looked outside there was another plane crossing about fifty feet from me. I have asked several people; but it is still not clear to me whether I can enter the TFR while transmitting a discrete code but not talk to ATC until I reach a safe altitude clear from the traffic pattern at the airport. I would think that is the case; but I don't want to assume that. I also think more room should be given for airport cut-outs for TFRs. The TFR starts about .9 miles from the end of the runway which should be enough to get to TPA; but it still requires a pretty sharp U-turn to avoid the TFR.




Synopsis: Pilot reports a NMAC during climb out after takeoff from LOM airport.
Date: 201211
Local time of day: 0001-0600
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
ATC / advisory: Ground ATL
Aircraft component: Electrical Distribution
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Training / Qualification; Communication Breakdown
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: I've recently been advised that I may have flown an aircraft with an improper deferral a week ago.  During my cockpit pre-flight I found the STBY BUS light on the overhead panel on. We called Maintenance and two mechanics came on board to work the problem. They found a reference to the problem in the MEL and did the MEL procedures and called; I assumed; Maintenance Control to verify what they had done and to receive a deferral number.  Just to make sure that we had the ability to power the standby buses in the event of the loss of both engine driven generators and the APU generator we took all power off of the airplane and switched the STBY BATT switch to ON and found that we had STBY power to the items on the standby buses.  We felt that we had a safe and airworthy airplane and were not aware that the deferral may have been done improperly.


Second narrative: [No additional information was included in the secondary narrative.]


Synopsis: A B757-200 flight crew was informed they may have operated a flight with an improper deferral a week after the flight.
Date: 201910
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Generator Drive
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General None Reported / Taken
Contributing factors: Procedure; MEL; Manuals; Logbook Entry; Aircraft
Primary problem: MEL

Narrative: The crew and I operated the aircraft from ZZZ to ZZZ1. The aircraft had a total of six MEL items; most notably 29-XX-XX and 24-XX-XX-XXX; Air Driven Pump and Hydraulic Motor Generator Valves respectively. 24-XX-XX-XXX is a Cat A deferral and allowed us to operate under ETOPS with the APU running. This MEL had an expiration date of [date]. My crew and I took note of this because this is the same aircraft we were to operate back to ZZZ the next day. Our arrival time in ZZZ was scheduled after XA00Z; so if the MEL was not cleared; we would not be able to operate ZZZ1 to ZZZ. Upon our arrival to the aircraft the next day; I reviewed the logbook. MEL 24-XX-XX-XXX was not cleared; but 'Amended' to MEL 24-XX-XX-XXX which is a Cat C item; thus allowing the aircraft to continue flying. The on board mechanic was insistent that this 'Amendment' was legal and was adamant on getting the aircraft to ZZZ2 were it was scheduled to undergo maintenance. As a crew we weren't sure of the legality of this unusual MEL extension; as only Cat B and C MEL's are extendable with FSDO approval. We decided to contact Chief Pilot for his opinion and approval to depart. [Chief Pilot] did indeed give us permission to depart to ZZZ under the current state of the DDG.This; to me; seems to be a misuse and manipulation of the DDG program in order to prevent an aircraft from being grounded and allowing it to keep flying. In this case; aircraft was scheduled to be in ZZZ2 a couple days later where it was scheduled to undergo maintenance. This MEL 'Amendment'; in my opinion; was a way to extend an MEL item that wasn't legally extendable.




Synopsis: B767 Captain reported a lack of consensus in an MEL change.
Date: 201512
Local time of day: 0001-0600
Location: SCT.TRACON, CA
Aircraft: A380
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: A321
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Human-Machine Interface; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Frequency issues in Los Angeles Arrival Area have been deteriorating for some time. 124.05 has been in and out of service over the past year many times. 124.5E Main and Standby transmitter and receiver are logged out of service. 124.9; the main frequency is out of service until the radios are moved at the airport. The Rapid Deployment Voice Switch (RDVS) bypass switch is still on 124.9. If the Touch Entry Device (TED) goes out; 124.9 is what we are supposed to use; however no airplanes will be on that frequency. 132.37 Main transmitter went out unexpectedly at some point during the error that occurred this evening. There was a loss of separation with a super and a terrain violation. Also; subsequent arrivals were disoriented and were vectored by other controllers because of the unexpected outage. I walked over when I heard the controller say he 'went through' with Aircraft Y. The controller was trying 121.5. I pushed the standby transmitter button and he was able to communicate with the pilot again. The following morning; I came in for my day shift and 132.37 Standby Transmitter was temporarily out. The controller did an excellent job of separating his planes from the runaway Aircraft Y. It could have been much worse. Need reliable frequencies and backups.




Synopsis: An aircraft flew across the final approach course it was supposed to intercept and was involved in a loss of separation with traffic on the parallel final approach course. At some time during this event an aircraft also descended below minimum vectoring altitudes.  During these events there were radio transmitter outages in this area which contributed and possibly caused the situations to occur. Certain frequencies are out of service and another has gone out of service routinely the past year.
Date: 201505
Local time of day: 0601-1200
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Workload; Situational Awareness; Confusion
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Procedure; Airport
Primary problem: Chart Or Publication

Narrative: Approaching waypoint SSEBB on the SJC SILCN 1 Arrival Runway 30L transition at 280 knots on path; a quick check of the Fix page showed us approximately 3000' high on the glidepath to runway and increasing as the aircraft slowed to 240 knots for the SSEBB speed restriction.  Just inside SSEBB; at about 27 miles; I was about to call for the landing gear to help with the descent and was given a vector east by ATC to help with the descent.  I asked Approach if they had seen the same results with other aircraft on the SILCN 1 and they replied yes. The obvious reason is that there are no hard altitudes to hit on the arrival to at least get the aircraft in the ballpark of a normal descent into SJC.  At SSEBB you are approximately 29 miles from the field having slowed to 240 knots and driving even higher.  We submitted a report to reasses/fix the arrival and what the result is (potentially high on glide path).  An obvious answer is to put a hard altitude in at KLIDE for a more accurate path.  We saw it coming and were ready to adjust before the vector from ATC. There were no deviations noted and we continued to land without incident.  I have noticed other new arrivals with issues; such as the OAK EMZOH that if flown as written will have you faster than 200 knots for the SFO Class B airspace. I input 210/ knots into waypoint MYSHN to comply.  Seems like we need to take a harder look at some of the new arrivals and do some 'fine tuning'.Change the altitude at KLIDE to a hard 4000' versus at or above. I will input a hard altitude; in this case; at KLIDE for a more accurate flight path. It just seems that these details need to be worked out before an arrival is published so that Crews and ATC are not taken by surprise. SILCN Arrival on path will drive you high for Runways 30L/R.


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


Synopsis: A B737-700 crew on the SILCN 1 arrival was high approaching KLIDE event though the FMC indicated the aircraft was on the VNAV path. NCT stated they have seen the same result with other aircraft.
Date: 201411
Local time of day: 1201-1800
Location: SLC.Airport, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SLC
ATC / advisory: TRACON S56
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We got on with approach control at SLC and were told to expect runway 35 visual. We were cleared direct HLMET and started descending out of 11000 feet. We then called the airport in sight and ATC then cleared us for the visual via tracking the LOC to WEEEL intersection. We were following about 6 miles behind a B757 and flying a half dot high on the glide slope when we received a hard wing over to the left due to the wake turbulence. We adjusted high and left and then slowed/configured for the approach. The Captain quickly called back to the Flight Attendant to ask if she was okay and to inform the passengers what had just happened. Immediately after I started adjusting to the right for the LOC and the Captain called Tower. Tower told us to track the LOC to WEEEL intersection and cleared to land. Cause: Wake turbulence and an unusual angle for the LOC to runway 35. Suggestions: Fly a full dot high on the glide slope to better avoid wake turbulence. Also; be aware when adjusting on the visual for runway 35 that the LOC is off center from the runway.




Synopsis: CRJ-200 First Officer reported encountering wake vortex in 6-mile trail of a B757 on approach to SLC.
Date: 201603
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Twenty miles in trail of a B777 [at FL340]; we got an uncommanded aircraft roll to the right and altitude loss from wake turbulence.

Callback: Reporter stated wake encounter was in the vicinity of ORF at FL340.



Synopsis: B737 Captain reported his aircraft rolled right and descended after encountering wake turbulence in trail of a B777 at FL340.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [While] preparing for arrival; I made a precautionary forced landing approximately eight miles west of ZZZ due to engine sputter and lack of power.Prior to landing; I transmitted 7700 and broadcast my intentions of a forced landing on CTAF. No injuries; damage to aircraft; or property were encountered during landing so I reset my transmitter to 1200 and made a call on CTAF that I was safely on the ground.Suspecting fuel contamination; I purged both tanks of the remaining 10 gallons on board into a 5-gallon bucket and found a small amount of unknown debris. I subsequently refilled the tanks and confirmed full power to the engine before continuing on.




Synopsis: C182 pilot reported making a forced landing short of the destination airport due to loss of engine power.
Date: 201910
Local time of day: 0001-0600
Location: BFI.Airport, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower BFI
Aircraft component: Fuel Booster Pump
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff power was applied and prior to calling airspeed alive; the master caution flashed; a yellow annunciation (likely fuel low press L) flashed very briefly; then the Fuel Boost On L lit. We aborted takeoff as briefed (approximately 60 kts.); and taxied back for maintenance evaluation.


Second narrative: We left [FBO] and obtained clearance to taxi to Runway 14R via Taxiway A; all checklist and briefing were completed. Takeoff clearance was obtained full length Runway 14R. Upon take off roll; after takeoff power was applied; we received a yellow Master Caution indication light; followed by a rapid fuel low press indication which triggered the L Fuel Boost. I called abort at 60 kts. approximately; aborted takeoff was conducted; Tower was contacted and we taxied back to the FBO without any further issues. The white L Fuel Boost indication light remained illuminated until engine shutdown. Passenger was briefed and remained calm during the event.


Synopsis: CE-525 flight crew reported rejecting the takeoff in response to a fuel system caution light and returning to the gate for maintenance.