elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Aero Commmander 100 Series
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Military Facility ZZZ
Aircraft component: Carburetor Heat Control
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Workload; Troubleshooting; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Airspace Violation All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: I had over flown an airport at approximately 1;200 FT MSL underneath a nearby AFB Class C airspace. When I cleared the airspace; I began a climb. At approximately 2;000 FT MSL; the engine began to run roughly and would only achieve 2;000 RPM. Carburetor heat was applied with temporary improvement. With leaning; the engine continued to run but would only maintain 2;000 RPM. A 180 degree turn was made toward the nearby civilian airport. I decided not to descend to maintain clearance from Military Class C airspace because I was not sure I would be able to glide to the civilian airport if the engine failed. I had entered Class C airspace before I had an opportunity to obtain the frequency for Approach. I contacted Approach; informed them of my difficulty and declared an emergency. I made an uneventful landing at the civilian airport where I was met by 2 aircraft mechanics. They determined that my cable leading to my carburetor box had loosened allowing the flap to restrict airflow to the engine. Coincidentally it was discovered that an exhaust pipe had cracked and the exhaust gases had begun to burn my cowling.




Synopsis: An Aero Commander 100 (Darter) lost engine power while climbing through 2;000 FT. The pilot turned to a nearby airport; but entered Military Class C airspace while conserving altitude. He declared an emergency with the TRACON and landed safely where the carburetor heat cable was found loose.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-34-200 Seneca I
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As we completed our 3rd landing and taxied out onto taxiway; towards the beginning of runway; the airplane started to lose directional control and the student tried to regain control and slow the plane down using braking; when he reported to me as the instructor that there was a problem.I immediately exchanged and assumed control of the aircraft to find out that all efforts to maintain the plane from stopping and going off the runway were useless. The following correcting actions on my part as PIC where taken:1. Application of brakes with full right rudder deflection2. Made sure engines were at idle3. As we approach the left taxi lights and saw the taxi way airport sign and imminent collision with it and the left propeller; proceed to shut down the left engine by full idle mixture.4. And finally application of parking brake; but all were unsuccessful and left propeller struck with the sign knocking it down; but also creating damage to the propeller and the left leading edge wing/fuel tank.After the incident and no bodily injuries noticed; I proceed to inspect and access the damage to the call the FBO for assistance. Then a representative of the County arrived; temporarily closed that portion of the taxiway and awaited the instruction to tow the aircraft and reopen the taxiway. Minimum fuel was leaking and more was prevented by taping the wing with aviation speed tape in order to be towed and secured in the FBO parking area. The left tank was then drained/emptied by the FBO personnel as per request of its manager to avoid any further fuel leaks into the tarmac.Weather conditions at the time were VFR and winds less than 6 Knots approximately from 050 direction. My conclusion is a mechanical failure of some sort in the braking and steering hydraulic system; which caused the situation and not the students input or my assistance to fix the situation.




Synopsis: PA-34 Instructor Pilot reported his student experienced loss of directional control and even with the Instructor's efforts the aircraft left the taxiway and struck an airport sign. Instructor stated he felt the issue was with a mechanical failure rather than pilot technique.
Date: 201702
Local time of day: 1801-2400
Location: SLC.Airport, UT
Flight conditions: IMC
Weather elements / visibility: Windshear; Turbulence; Snow; Icing
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B SLC
ATC / advisory: TRACON S56
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance; Flight Crew Regained Aircraft Control; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: Had lined up for the ILS 3 at OGD; but at glideslope intercept weather had dropped to 1/4 miles and 400 ft ceilings. Broke off approach and was vectored to the west to see if weather would move through. That didn't occur so we requested an approach to land SLC and were vectored to SLC ILS 34L. Approximately 10 miles downwind in solid IMC; autopilot and altitude hold on and about to turn base we hit a downdraft that dropped us approximately 2000 feet. Horizon ball was all brown; autopilot and altitude were ineffective; the loss of control set off the master warning system due to lack of fuel (at the time we had 750 lbs per side); and the terrain warning went off. Recovery was accomplished; but with a 2000 foot gain (assigned altitude 10000 at the floor of incident approximately 8000 at the ceiling of incident approximately 12000). I was then routed back to the west and north on vectors for sequencing back to the ILS 34L SLC that was shot with a side step on final in VFR conditions to RWY 34R. During taxi in I was instructed to contact SLC TRACON by phone; which I did and he asked what had occurred and I relayed a shorter version with not as many facts. He was very polite; professional; and understanding.




Synopsis: Light twin pilot reported encountering severe turbulence and windshear on downwind for the SLC ILS Runway 34L at 10000 feet in IMC. 2000 feet was lost and a terrain warning was received along with a master warning for fuel pressure before control was regained.
Date: 202007
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp LAX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Procedure; Human Factors; Company Policy
Primary problem: Procedure

Narrative: We had nearly normal communications with the ground crew before pushback. After receiving clearance to pushback there was no more communications with the ground crew. When the push stopped there was no command to set brakes. The tug stayed connected and the marshaller gave us hand signals to start engines. We did not; since we knew that we couldn't use hand signals on a wide body push. We set the brakes. The tug was connected. Since we had no communications; we called ramp and explained that we needed to talk to the push crew. They were not available by radio; so the ramp controller sent a supervisor out to fix [the] situation. We were informed that their headset cord was broken.  We waited for them to bring a new headset. They plugged in. They cleared us to start. Even after they got the headset; the communication was not SOP. I was never told that the tow bar was disconnected; they just walked away. Now salute and release.




Synopsis: B777 Captain reported ground crew did not follow SOP during pushback.
Date: 201707
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Upon selection of APU Bleed at gate in [departure airport]; I noticed a flickering of the APU bleed switch light; then steady illumination. With a couple seconds; the smell of oil became so strong in the cockpit; you would have thought it was poured directly on the flight deck floor. As that subsided; the 'wet sock' smell became very prevalent. I notified Line maintenance; and as a result of an investigation; the mechanics deferred the APU; as well as the left air conditioning pack. The flight proceeded without incident until Top of Descent into ZZZ. Once power came to idle; the wet sock smell again filled the flight deck. This time; I felt my eyes wanting to cross on two occasions and I told my First Officer (FO) that we may need to put the oxygen masks on. I could not switch off the right pack as the procedure would suggest as we would become unpressurized and still in the low 30s to high 20s flight levels. The smell did subside as we got closer to the ground; and after landing and clearing all runways; I requested my FO to turn off the right pack. After parking; the flight attendants notified me the 'wet sock' smell began again on descent. By that point; I had already made another entry in the aircraft maintenance log. The rest of the evening I did have a headache and felt very lethargic; but as I awoke this morning I feel 100% back to normal.Not much that I can suggest; but I would like clarification regarding our procedure as it stands to turning off packs. If I had done that; it obviously would have made the night much more interesting.




Synopsis: A320 Captain reported an APU and one pack had been deferred prior to departure but upon descent; fumes filled the flight deck strong enough that he considered putting on the oxygen masks.
Date: 201505
Local time of day: 1801-2400
Location: ZNY.ARTCC, NY
Light: Dusk
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZNY
ATC / advisory: Center ZNY
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Confusion; Troubleshooting; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Procedure; Human Factors; Weather
Primary problem: Procedure

Narrative: I was working sector 39 and saw an 'auto-pop' of Traffic Management Coordinator (TMC) data block that read 170T140 just north of my boundary with sector 92.  I read out the aircraft to see who had track control on it.  Sector 92 had the track control.  I immediately called 92 and asked if they were working him he said I think so.  He asked if I would take a point out on the aircraft.  I said approved. The aircraft had been routed SBJ.V30.LANNA..ETX.V39.LRP.V499.BAL..ZZZ.  From further investigation; it was found out that the routing was on its 4th amendment. The PIT [Traffic Management Unit nick name] had dropped the altitude to 060 and gave the aircraft a TEC routing because there were heavy restrictions in place because of weather to the south of New York Center (ZNY). Communication/Communication: Part of the issue was there was training at Liberty West of N90 which is the sector that feeds Sector 39.  The aircraft were left on headings and the frequency changes often occurred late.  Additionally; if the PIT is going to drop the altitude of an aircraft and issue Tower En-route Clearance (TEC) routing; it should be coordinated with N90 and all other facilities so the aircraft on the TEC routings remain at TEC altitudes and are not climbed into regular IFR altitudes. Airspace Procedures: Again; if this is being used as an escape route from the NY Metro area; then it needs to be a procedure that both the controllers and the pilots involved are aware of. Weather: This was being done because of the weather that was affecting the departure routes and flow controls. Complexity: Anytime reroutes and closures because of weather affect the airspace the complexity automatically increases.The use of TEC escape routes should be reevaluated and maybe even re briefed to all controllers involved.




Synopsis: A New York Center (ZNY) Controller reports of an aircraft altitude being displayed on his scope. The Controller finds out who is working the aircraft and then accepts a point out on it. The Controller reports that the aircraft's route was on its fourth amendment and on a Tower En-route Clearance (TEC) due to the Traffic Management Unit (TMU) dropping the altitude to 6;000 feet due to heavy restrictions caused by weather.
Date: 202009
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Other all phases of flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: This is the first 3 day trip in several months.  Wearing a mask for 9-12 hours has been giving me severe headaches.  I am concerned for my health as this continues.  It is lack of oxygen to the brain. I greeted 2 flights a day.  My mask was wet immediately as we need to almost shout in order for people/passenger to hear us.  I feel so unsafe with this.  My day started on the bus when no one recognized each other because we can't see what each other looks like.  Very unsafe.  Many times I have heard; 'Hey; how are you?  It's been so long.'  And just reply; 'Sorry wrong person.'  This is obvious; as we have to take off mask when going through known crew member. The mask is wet as you try to offer First Class all the choices and no one can hear anything; so you just try and speak louder.  Trying to do safety checks; no one can hear me and I can't hear them.  Very concerned; I greeted XXX people and cannot tell you what one looks like.  I would like to see the studies done on wearing a mask doing physical work; talking; etc.  Unfortunately; we are test subjects and I choose not to be one.  This has not been done.  It is very unsafe for healthy people to wear masks.  I have read at least 15 studies that prove this.  I am also concerned with the CO2; and breathing it back in.  The FDA has also said that at least 50 percent of hand sanitizers are poisonous; but will not recall them.  We need to stop the wipes as well; could be poison.  I know breathing in the smell; may not be good for me as well.




Synopsis: Flight Attendant reported concerns with having to wear a face mask and the use of hand sanitizers.
Date: 201309
Local time of day: 0001-0600
Location: ELM.Airport, NY
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ELM
Reporter organization: Government
Reporter function: Ground
Human factors: Situational Awareness; Confusion
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft; Ground Event / Encounter Vehicle
Detector: Person Air Traffic Control
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Airport; Chart Or Publication
Primary problem: Airport

Narrative: Prior to taking position I was informed by the relieved Controller that a local airport operations vehicle; was conducting a field inspection. After I took the position; an aircraft at the local FBO asked to taxi to Runway 6 (with clearance). I told the aircraft to taxi to Runway 6 via Alfa; cross Runway 28. I told Operation's Truck; who was currently on Runway 6/24; to turn right on Taxiway Kilo and report holding short of Runway 6/24. When Truck reported holding short of Runway 6/24 and NXX had crossed Runway 10/28; I said; 'NXX; Runway 6 cleared for takeoff.' The aircraft; without instruction; turned on Taxiway Kilo to Runway 6 instead of continuing to the approach end of Runway 6. The aircraft came nose to nose with the Truck on Taxiway Kilo. The Truck proceeded to drive in to the grass and give way to the aircraft. NXX took off on Runway 6 without further incident.When you look at the airport diagram; Runway 6 landing threshold is displaced to where Kilo intersection actually is. However the departure threshold is 600 feet further down on Alfa. An aircraft not familiar with the airport the way Alfa is laid out because it is not a continuous straight line it just veers slightly off center to the right. Could a sign; appropriately placed; in the vicinity of Alfa/Kilo indicating that Alfa continues to the approach end of Runway 6 be helpful to this incident?




Synopsis: An aircraft cleared to takeoff on ELM Runway 6 at Taxiway A turned onto Taxiway Kilo where Ground Control had instructed an Operations vehicle to hold which forced the truck off the Taxiway onto the grass.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Pattern
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Ultralight
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying standard right hand patterns to RWY XX at ZZZ with a primary student working on her landings when on the CTAF we heard a call for a flight of 3 para-gliders north of the field at an unknown distance and 2;800 feet MSL descending. Immediately started looking and spotted in time to miss by minor deviations laterally and vertically from our standard right downwind leg. A few minutes later received another radio call while on right downwind to XX from another flight of 3 para-gliders 'north of the field; descending and planning to cross mid-field to land south of RWY XX.' Immediately concentrated looking north and above. Spotted 2 high and not a factor but couldn't spot the 3rd. Extended downwind to give para-gliders time clear runway and turned base and then an extended final (~2 miles). When we got to .5 miles from touchdown and 400 AGL the 3rd para-glider was still not in sight so decided to terminate landing with a lateral sidestep to the north and maintain 300-400 AGL. Shortly after stabilizing in level flight the 3rd glider was spotted directly ahead and approximately the same altitude and maneuvering. Executed a steep slipping approach and landed short and below the para-glider without incident.After securing aircraft I went to the [landing spot] the para-gliders landed at and had a friendly discussion about airport patterns and effective communications to keep both alive and undamaged in the future. Invited them to the next meeting of the [our] Flying Club to discuss how to deal with each other better in the future.




Synopsis: PA-28 instructor pilot reported an NMAC with a para-glider in the pattern of non-towered airport.