elihoole/asrs-aviation-reports huggingface dataset:
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 6
Light: Daylight
Aircraft: Jet/Long Ranger/206
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Ambulance
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Rotorcraft; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Workload; Time Pressure; Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Due to another helicopter inbound to the same HAA (Helicopter Air Ambulance) helipad I was occupying (ZZZ1); I had to hurry and leave medical crew to clear the pad and reposition to ZZZ.  Weather was marginal as reported by ZZZ2 tower but above 1000/3. Enroute; the weather seemed lower towards ZZZ; I obtained ATIS V; reporting 6 mile vis and 900 BKN.  I contacted ZZZ tower with request for landing at FBO and the ATIS id and I received the squawk code but I forgot to also request a SVFR clearance since it was controlled airspace with weather now below VMC at ZZZ.  After my read-back and ZZZ verifying my position; to the best of my recollection; Tower stated something like 'cleared into the charlie with special' and I replied 'roger; inbound to [FBO] with victor'.In hindsight; my mistake was that I forgot to ask for the SVFR clearance on initial call-up when I called to establish communications with the controlling agency; ZZZ Tower.  Due to the haste of clearing the HAA helipad; deteriorating weather conditions (which were getting close to company weather minimums); flying at a lower altitude than normal (between 400 - 500 feet) and  scanning outside more intently to avoid a potential collision with antennas because of the lower altitude; ongoing radio traffic chatter; I believe I was getting task-saturated and time-compressed.  Also; I haven't had to use SVFR clearance in over at least 10 years so it didn't come to mind.In hindsight; had I 'slowed down' and 'pre-planned' in my mind for the possibility of lower VFR weather conditions or even weather below VFR minimums as opposed to MVFR conditions when I lifted; that might have allowed me to recall the requirement for the SVFR clearance if weather was less than 1000/3 and request it accordingly upon my initial call to ZZZ tower.




Synopsis: Helicopter pilot reported not requesting a Special VFR clearance upon initial call to ATC to enter Class C airspace after the weather had gone below VFR conditions.
Date: 201905
Local time of day: 1201-1800
Location: ONT.Airport, CA
Flight conditions: IMC
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ONT
ATC / advisory: TRACON SCT
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed; Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation; Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure flying the POM1 in FMS mode; of Runway 26L on 258 heading;  just prior to intercepting a 294 course inbound to POM our we received MSG on our PFD and FMS Position uncertain. Noticed something didn't look right; I switched over to green needles and flew the 294 radial off of the PDZ VO which by this time had been over flown by approx. 1 dot; I corrected picked up the radial and continued the climb to 7000 crossed POM flew the POM 294 to BUCCK and climbed to 14;000 [feet] for BUCCK which was our clearance limit alt. Nothing was ever mentioned by [ATC] about our course and we let them know we had lost our GPS and we're flying VOR to  VOR and would need new routing to reflect such. Within 5 not longer than 10 mins our GPS came back both agreed on position and RNP 1.0 we continued without further incident.




Synopsis: CE-560XLS Captain reported GPS position warning / failure during climb out.
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: BAe 125 Series 800
Flight plan: IFR
Flight phase: Initial Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was working departure when Aircraft X departed ZZZ. Soon after initial contact; once Aircraft X was clear of traffic landing ZZZ1; aircraft was instructed to climb to 2;000 [ft]. Instead of climbing; the aircraft reached about 1;000 ft. before descending as low as 600 ft. The MVA in the area is 1;800 ft. Aircraft was told to immediately climb to 2000 ft several times but stayed between 1000 ft. and 600 ft. for about 10 miles. Aircraft was informed the MVA in the area was 1;800 ft. Aircraft also did not seem to be able to maintain course. Eventually the aircraft climbed to 2;000 ft. and it seemed everything was fine with the aircraft afterwards. There was also difficulty understanding the pilot due to the pilot's accent during this time. [I have no recommendations because] I have not seen a similar event happen in the past.




Synopsis: TRACON Controller reported H25B failed to respond to radio communication while descending and flying erratic course; resulted in entering a higher MVA.
Date: 201506
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Encountered strong wake turbulence on the DOOBI2 from a B747 descending on the same arrival. Aircraft banked 55 degrees right and pitched nose down. We were cleared to descend via the arrival; therefore; no altitude deviation.


Second narrative: While on the DOOBI 2 RNAV arrival into IAH at FL360; with a clearance to descend via the arrival; in straight and level flight; in smooth air and day VMC conditions we encountered a 1-3 second rumbling sensation and began to remark that we were picking up wake turbulence from the aircraft in front of us. At that point the aircraft rolled at a high rate to the right; to what I recall was about 55 degrees of bank; and pitched down slightly. The Captain (pilot flying) attempted to counter act the rightward roll with left aileron and I remember also helping push the controls left. The autopilot disengaged and I felt the stick shaker activate briefly; I believe the yoke was at one point moved to the full left position; and then aircraft began to return to wings level. With the aircraft once again stable at FL360 we decided to ask for a heading off of the arrival so as not to encounter further wake from the aircraft in front of us and the flight terminated without further incident. After the event I remarked that I had heard an aircraft ask for descent on the arrival before we encountered the wake and I also remember seeing a TCAS target out in front of us 2000 feet above our altitude. In addition; I remember noting after the upset that the winds at the time we encountered the wake we're only about 5 to 6 knots.


Synopsis: ERJ-190 flight crew reported encountering strong wake turbulence at FL360 in trail of a B747 on arrival to IAH; which caused a 55-degree bank.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Air Taxi
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While taxiing from my hangar to the runway; I was distracted by programming my GNS 530W; and veered off the taxiway (a very dumb mistake). I then came in contact with a temporary sign used to advise non-pilots; the sign reads: 'No Vehicular Traffic Past this Point.' The prop made contact with the sign at idle speed and sliced it into 4 strips. The prop will now be overhauled to ensure safety. The prop RPM did not change when hitting the sign. I was the sole occupant; during this part 91 flight.This is clearly pilot error. My biggest takeaway is this: anytime the aircraft is moving; eyes are out the window. No excuses. Contributing factors include possible fatigue: this was my 5th flight of the day after waking up [early in the morning]. Also contributing factors: distraction in the cockpit by trying to program GPS while taxiing and pilot complacency by being overly confident in knowing the taxiway since I've done it hundreds of times. This will not happen again if I keep my eyes out of the window during taxi.




Synopsis: C182 pilot reported being distracted while taxing; exiting the taxiway and hitting an airport sign.
Date: 201906
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after TO (Take Off) from runway XX in ZZZZ; the left generator failed. Accomplishing the checklist; reset was no help; and the APU was started. On the heels of finishing that checklist; the left generator drive light illuminated. We accomplished that checklist; and requested a holding pattern from ATC.After entering the hold; we consulted with dispatch and [Maintenance Control] via SAT phone. [Maintenance Control] suggested we MEL the item and continue. I declined that option; as; in my experience; the loss of an IDG (Integrated Drive Generator) is the result of either the under- or over-servicing of IDG oil. As serviced in tandem as they often are; the health of the right IDG was now suspect in my mind. The MEL itself requires that the APU oil quantity be full; and that the HMG (Hydraulic Motor Generator) is tested to verify it operates normally. I have no way; that I know of; of preforming that test; and; with the aircraft in flight; neither can maintenance. While these requirements are not mandatory after take-off; with seven more hours in the air; over [an ocean] and remote areas; I had no desire to discover myself with the right IDG failed; the not-full APU oil overheating--with the loss of that generator--only to find the HMG not functional! Worst case scenario; yes; but it's happened before. The decision was made to return to ZZZZ.While burning off fuel in the hold prior to landing; weather in the area began to build. Weighing the building weather against an overweight landing; we deemed the overweight landing the safer option. [We advised ATC]; dispatch notified; and; as an added precaution; we requested ATC have ARFF equipment standby. We accomplished the overweight landing checklist; including dispatch supplied landing data; with the landing itself; on runway XX; uneventful.




Synopsis: B757 Captain reported a left generator failure followed by a generator drive light; which resulted in a return to the departure airport.
Date: 202002
Local time of day: 1201-1800
Location: SNA.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: TRACON SCT
Second aircraft: B737 Next Generation Undifferentiated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
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; Procedure
Primary problem: Ambiguous

Narrative: I was flying in visual conditions along the shoreline south of SLI VOR in a northwesterly direction while descending to land at ZZZ. I was above the SNA airpsace at 5500 MSL. A B737 flew underneath me traveling in a northeasterly direction. I estimate the clearance at approx 500 ft. I saw the 737; stopped my descent and turned northerly. The airline did not take evasive action. I proceeded uneventfully to ZZZ and landed.




Synopsis: Small aircraft pilot reported an NMAC with a B737 in the vicinity of SNA airport.
Date: 202012
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Wind
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Result: Air Traffic Control Issued New Clearance; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Just clearing the bridge prior to Taxiway 1 we were cleared for takeoff Runway ZZR at approximately XA00z for an on-time departure.  After brake release and prior to 80 knots our takeoff clearance was canceled.  We aborted departed [Taxiway] 1X and were instructed to hold short of [Taxiway] 1Y for 45 minutes both engines running (vaccine on board) and wait for departure control to resume duty (allegedly COVID cleaning).Tower and ATC need to coordinate their operations.  We shouldn't be getting a takeoff clearance cancellation after brake release.  Over 80 knots we may have had to press anyway as opposed to a high-speed abort putting everyone in a precarious position.  Since company is the only significant operation during the AM push in ZZZ there isn't any legitimate reason ATC isn't aware and able to accommodate our operations.




Synopsis: Air carrier Captain reported performing an aborted takeoff after getting takeoff clearance cancelled during the initial roll.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 900
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Reverser
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection; Taxi
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors; MEL
Primary problem: Human Factors

Narrative: After checking all maintenance logs and MEL log for open items; I determined the aircraft was airworthy for a dispatched reposition flight. While taxiing and performing a Thrust Reverser (TR) check; the TR was discovered to have been disabled and placarded inop even though there was no related paperwork for that item. We proceeded with the flight and after landing discovered that the work had been performed but was undocumented maintenance. I alerted our maintenance department to the discrepancy.




Synopsis: Falcon 900 Captain reported that a thrust reverser was disabled without the proper documentation.
Date: 201301
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Landing Light
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Contacted by Supervisor
Result: General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Aircraft was scheduled for our Station to perform a Service Check; (Task Card # XXX). I performed the external lights portion of the Task Card which involved the activation of the NOSE taxi lights. The landing (LDG) position; or hi-beam; selection was inoperative; only taxi (lo-beam) was working. After completion of the Service Check inspection; I began the re-lamping of the Nose taxi bulb; following Aircraft Maintenance Manual (AMM) procedures. I then performed the Operational Check of the installation as outlined in the AMM which was satisfactory; then I signed-off the work performed per the AMM in this case ATA [Chapter] 33-41. I do understand the issue of complacency and I do my best to avoid that kind of oversight. But; because of this incident; I will be more aware of my inspections and RE-inspections of my job task completions. [Discrepancy] was corrected.

Callback: Reporter stated that a pilot had mentioned to a downline Station Mechanic after arrival; that the taxi (low beam) and landing (high beam) intensities appeared to be reversed from what he had selected in the cockpit. The single; three-position switch has an 'Off'; 'Taxi' and 'Landing' selection. Both lamps are mounted on the Nose Landing Gear (NLG). A lot of the 'Common' electrical wires from the two light assemblies have been found not connected to the original terminal positions associated with the cockpit switch selections.Reporter stated he has fifteen years experience; replaced many bulbs and reconnected many 'Common' terminal wires. He had verified the taxi (lo-beam) and landing (hi-beam) settings came on with the switch position selected after replacing the hi-beam bulb due to a broken filament. He was told the downline Station Mechanic had to reposition the 'Common' wires because they were apparently reversed. The aircraft operated for ten days after he had replaced the hi-beam lamp bulb before he was informed of the discrepancy.



Synopsis: A Line Mechanic was informed a B717 flight crew had noticed the lo-beam (TAXI) and hi-beam (LANDING) Nose taxi lights appeared to be reversed from the position selected in the cockpit. He had replaced the Nose taxi light bulb ten days earlier.
Date: 202104
Location: ZZZZ.Airport, FO
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: Ground ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Procedure

Narrative: Landed and turned off at a high-speed taxiway. On first contact with Ground Control just clear of the runway while slowing we were instructed to '... to wait for a Follow Me car.' Just beginning the right turn from; the reserve pilot loudly called out 'car!' I quickly stopped and at that point saw a car; which; apparently; was to be our Follow Me car; speed into my view estimated speed 30 to 40 mph; from the left in front of us northbound on the centerline of the taxiway. The Follow Me car then slowed and we followed it to the pad. No further incident.




Synopsis: B777 Captain reported they had to stop suddenly while taxiing to avoid a vehicle on the taxiway which they eventually followed to parking.