elihoole/asrs-aviation-reports huggingface dataset:
Date: 201709
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: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Time Pressure; Training / Qualification; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was number three at the run-up area for departure and did not wish to obstruct the taxiway by stopping before the run-up area on the taxiway. The other two piston single aircraft were at the 'corners' of the rectangular run-up area and it looked spatially 'reasonable' to insert my aircraft between the two other aircraft. However; I misjudged and the space was more confined than it looked. Once rolling; I was committed to continue and maneuvered carefully into the run-up area. As I swung around to face south and avoid blasting the other aircraft with my prop blast; I cleared one of the other aircraft's propellers with my empennage by mere feet.As a low-time pilot; I had not encountered a situation like this before. In retrospect; I should have just held my position on the taxiway until one of the other aircraft moved to the hold-short line and cleared the run-up area. As I was close to other departing aircraft; they had to wait for me to clear the run up area to move forward; but it was not my intent to 'jump the cue' for departure. Lesson learned.




Synopsis: C182 pilot reported maneuvering between two other aircraft in the run-up area rather than wait for one of them to move.
Date: 202006
Local time of day: 0601-1200
Location: X04.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E X04
ATC / advisory: CTAF X04
Second aircraft: Light Sport Aircraft
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
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: While practicing landings at X04 we took off of Runway 15 and made a radio call on the CTAF that we would be making right traffic to stay in the pattern. We started our takeoff roll and immediately after we were rolling down the runway another aircraft (it was a light sport aircraft I had heard numerous times as I've taken students to X04) called that they were taking off as well behind us. We continued on the upwind up to 700 feet before we turned right crosswind; we made a radio call stating we were turning right crosswind and then downwind; making proper radio calls each time. The aircraft behind us did not make radio calls and turned crosswind early right towards us. We were not able to see him due to the low wing of the Archer but the G1000 alerted us to the traffic and we started an immediate climb. When I glanced at the PFD it had the other aircraft as -02 and climbing; I estimate the other aircraft was within 200' of us and had I not initiated the immediate climb when alerted by the G1000 that this event would've most likely resulted in a collision. The other aircraft did not make any other radio calls as they exited the pattern to the west. We continued landing practice at X04.I would suggest understanding the blindspots of the aircraft your are operating. I feel I was not fully used to the blind spots in the Archer and this played a factor as the other aircraft was high wing aircraft so this was the perfect recipe for potential disaster. Also I would suggest monitoring the traffic on the G1000 for better situational awareness when operating in the traffic pattern at an uncontrolled airfields.




Synopsis: PA-28 Instructor Pilot reported an NMAC in the pattern at X04.
Date: 201810
Location: ZZZ.ARTCC, US
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Line; Fittings; & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff; while at cruise altitude; a passenger noticed fuel flowing out of the left wing. The fuel leak was confirmed by additional crew members. Fuel did not appear to be coming out of the engine spar nor the left engine. Fuel leak QRH check was run and a conference call to Dispatch; [Maintenance Control]; and [Chief Pilot] was initiated. It was determined that the most conservative course of action was to divert and have Maintenance check the problem out. There was no evidence to suggest that an engine shut would help to stabilize the situation or increase the safety of the flight in any way. While reviewing diversion logistics we flew between two position report fixes 15 minutes apart; and noticed fuel indications were negative three hundred pounds. Flight attendants monitored the wing for any degradation every 10-15 minutes; and did report that as we descended to lower altitudes the fuel flow out of the gas cap decreased. We diverted to ZZZ where a normal landing occurred; albeit an overweight landing. [ATC gave us priority handling]. After landing CFR inspected the left wing and saw no evidence that fuel was still leaking. Plane was taxied to gate without further incident.




Synopsis: B757 Captain reported a fuel leak near the left wing was noted by a passenger resulting in a diversion to a suitable airport.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Wind
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Result: Flight Crew Rejected Takeoff
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: While setting standard takeoff power; EICAS annunciated 'overspeed' with the associated aural warning momentarily (approximately 1 sec).   80 KTS airspeed check was missed during the distraction; and airspeed was compared at 110 KIAS.  Immediately at 110 KIAS; Captain's airspeed decreased to 30 KIAS; the lowest value on the indicator.  I elected to discontinue the takeoff at that time due to the lack of airspeed and the convective weather along the initial climb out and departure routing in the terminal area.  After the accomplishment of the rejected takeoff maneuver; the First Officer stated that the speed was 120 KIAS at the initiation of the reject maneuver.  V1 was 135 KIAS.  All associated checklists were accomplished after clearing the runway.  Brake energy was calculated to be under the caution zone.  After conferencing with [Operations and Maintenance]; and a 757 Check Airman who was jumpseating with us; the decision was made to reattempt the takeoff.  Prior to the second takeoff attempt; Tower issued a halt to all departures due to windshear alerts.  At about the same time; the Captain's PFD showed a flashing and sometimes steady yellow boxed ALT.  The decision was then made to terminate and return the aircraft to Maintenance.  Captain's airspeed indication loss for unknown reasons at the time.  Contributing factors were the momentary 'overspeed' warning; and the convective activity on the climb out and departure.




Synopsis: B757 Captain reported rejecting the takeoff attempt at approximately 120 KIAS when he experienced an airspeed indicator anomaly.
Date: 201502
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Other landing roll
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Auto Brake fault; Brakes released CAS message during final. Captain did a soft go-around entered holding to run QRH and coordinate with company. Problem cleared after QRH reset. Exited holding for second attempt; Captain elected not to use autobrakes for second approach. 2nd approach was uneventful. Upon landing; around 80 knots felt severe vibration in the airframe and airplane started drifting to left of centerline. Captain was able to bring aircraft to a stop on the runway. We exited runway and proceeded to about 100m from gate where ground personnel towed us the remaining distance. Possible mechanical.


Second narrative: On approach to ZZZ. After landing gear down selected; received 2 ECAM messages. First line -BRAKES AUTO BRAKE FAULT; second line -BRAKES RELEASED. After passing final approach fix; executed go-around; entered published holding pattern. Both ECAM messages cleared after cycling A/SKD [and] N/W STRG switch. Zero brake pressure noted on triple indicator with gear up.Both approach runways were then closed for snow removal. RWY 6R was first runway to reopen. Landing distances checked per QRH. On second approach; elected to use manual brakes; and elected flaps FULL configuration. Approach uneventful; zero brake pressure on triple indicator with gear extended. After both thrust reverser stowed; at approximately 80 knots; felt severe vibration; aircraft yawed left; and; aircraft began drifting to left of center line. Aircraft remained on runway; and came to a complete stop.Aircraft taxied to ramp area near gate. Called ZZZ OPS and requested aircraft to be towed to gate. After ground crew hooked up tow bar; and tug; they were unable to pull or push aircraft. It seemed the left wheel brakes were on with zero pressure on brake triple indicator. Again; cycled A/SKD [and] N/W STRG switch. Another; larger tug; was hooked up. Aircraft towed to gate. Discrepancy items entered on 3 FDML pages. OCC Dispatch notified; maintenance control notified… Contract maintenance notified. ZZZ chief pilots' office notified by telephone. Probable mechanical malfunction of brakes on left side of aircraft.


Synopsis: A319 flight crew reported locked brake condition and severe brake vibration after landing.
Date: 202105
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While on approach into ZZZ; we were descending from 6;000 ft to 5;000 ft on the runway localizer tracking inbound to runway; and were cleared for the ILS . While descending through approximately 5;300 ft; on the Localizer; a larger sized; square 'Quad-Copter' drone suddenly went past our right wing; (from aircraft front to back) missing the right wingtip by; in my estimations; about 50 ft. The event happened so quickly that there was no manual reaction to the event (autopilot / auto-throttles stayed engaged; etc). I immediately told my Captain that we just had a near miss with a drone since he did not see it; and we immediately notified Air Traffic Control as to the exact location; altitude; and description of the drone/event. We proceeded on the ILS as normal; for landing. The Captain contacted the Chief Pilot once parked at the gate to report the matter.




Synopsis: Air carrier flight crew was on a final for an ILS approach when they came within 50 ft. of a large sized UAS. Crew notified ATC and landed safely.
Date: 201209
Local time of day: 1201-1800
Location: RFD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Beechjet 400
Operator: Personal
Operating under: Part 91
Mission: Ferry / Re-Positioning
ATC / advisory: Tower RFD
Aircraft component: Oxygen System/Crew
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other post-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: The crew accepted the aircraft out of maintenance for a reposition flight. The aircraft was in maintenance for a leaking oxygen mask harness. The appropriate sign-offs were completed and the aircraft was green. On arrival [after reposition] the co-pilot oxygen mask fell out of the holder. That is when the First Officer realized that the whole harness assembly was upside down. The orientation of the harness would not have allowed for a quick don of the oxygen mask and may have prevented the proper placement of the mask. I wrote the issue up in the aircraft log and contacted Maintenance. The First Officer did check the inflation of the harness with particular attention to any leaking. No leaks were detected. Both he and I failed to catch that the whole harness was improperly installed prior to our reposition flight. Closer attention to detail would have allowed us to detect the improper equipment. We would not have repositioned if this issue was known.


Second narrative: [Narrative 2 had no additional information.]


Synopsis: BE-400XP flight crew found the First Officer's O2 mask was installed incorrectly after maintenance; potentially rendering the mask unusable.
Date: 201711
Local time of day: 0601-1200
Location: DCA.Airport, DC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: As nonflying pilot on the River Visual 19; I put the recommended crossings in the FMS using the fix page. On descent we realized something wasn't right and were higher than we should be so started down. I later discovered that I had put DCA in the fix page and was selecting the NDB not the VOR. The FO started turning toward Runway 19 and I mistakenly believed he had turned toward Runway 15 and said it would be the next runway. He corrected and we flew past Runway 19. Tower asked if we could land Runway 22. That's when I realized I had been wrong but we were in a position to land on Runway 22 and so accepted the clearance to land. We rolled out and exited on taxiway C. I thought the runway seemed a little shorter than most and pulled up the taxi diagram and saw it was a 5000 ft runway. That is when I realized we should not have accepted it to land. I had not considered its length only that we could safely maneuver to land. Had I adjusted the range on the FMS; I would have noticed earlier that the DME rings I put in were not around the airport. That would have kept me from losing awareness and I may have focused on the runway sooner.




Synopsis: Air Carrier Captain reported landing on a runway that was shorter than company operating parameters after lining up with the wrong runway at DCA.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: All was uneventful until we were cleared for takeoff. Once we started our takeoff roll I asked my First Officer to set thrust to 89.2. As we started to quickly accelerate and got to about 100 kts I noticed that the airspeed alive and 80 kts was not called out. I then said 80kts as if to [ask] 'where is the 80 kts callout?' As we kept accelerating I heard him say airspeed and while being the pilot flying and at the rate of speed we was going; I glanced at my airspeed and saw we were getting to V1 and VR. I then thought I heard airspeed again and while trying to figure out what he meant by saying that and glancing at my airspeed indicator we were at Vr so I rotated and took off. After being airborne my First Officer said his airspeed indicator was not working and that's what he was trying to tell me. After now completely seeing what had happened and knowing what the situation was; I said we need to return to the airport. We notified ATC to return and ran all of the appropriate checklists and returned to the airport. We did not declare an emergency and everything besides the airspeed indicator not working was uneventful all the way back to the gate. I think the cause of the problem my FO (First Officer) [was] that I just didn't hear him because of him being soft spoken. I did not hear him and when I did I hear airspeed I wasn't too sure what he meant by saying that only. So [I] think a way to fix this and not have it happen again is to make it clear [that] as the non-flying pilot if something is wrong to make sure that it is brought to attention ASAP; made very clear and made sure to the pilot flying that something is not right and that it is understood that something is not right and that both pilots know this so action can be taken ASAP to prevent becoming airborne.




Synopsis: B737 Captain reported returning to departure airport after loss of First Officer's airspeed indicator.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: clear; 10
Light: Daylight
Aircraft: M-5
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: While taxing after landing on [Runway] XXL at ZZZ [I] was not prepared to exit as directed Taxiway XX. Tower directed me to exit and I was going to fast to make a safe exit. My fault I should have continued down runway and slowed down to acceptable speed and make a U turn or request next taxiway. My aircraft did a uncontrolled U turn and stopped on the edge of Runway XXL just short of Taxiway XX. Tail swung around and hit taxiway sign. I was able to exit and moved tail clear of sign and continued to taxiway X.




Synopsis: Maule M5 pilot reported trying to stop in time to make runway exit a ATC assigned taxiway; aircraft made a U turn and hit a taxiway sign.
Date: 202107
Local time of day: 0601-1200
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Micro UAS; Multirotor
Operator: Recreational / Hobbyist (UAS)
Operating under: Recreational Operations / Section 44809 (UAS)
Mission: Recreational / Hobbyist (UAS)
Flight phase: Cruise
Reporter organization: Recreational / Hobbyist (UAS)
Reporter function: Remote PIC (UAS)
Reporter qualification: Flight Crew Private; Flight Crew Remote Pilot (UAS)
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of VLOS (UAS); Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person UAS Crew
When detected: In-flight
Result: Aircraft Lost / Unrecoverable (UAS); Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Weather
Primary problem: Ambiguous

Narrative: Flying a 0.055 lbs fixed wing RC in an open park space in early morning. An unleashed dog came running up and created a distraction for a few seconds; at which time the aircraft drifted about 200 yards downwind over nearby residential area. Steered the aircraft back; but at one point the wind and turbulence became too much and the aircraft went down over the residential area. It has so far not been relocated. The winds were much too close to the limits for such a light aircraft.




Synopsis: Hobbyist UAS pilot was distracted by an animal while flying. The UAS flew into an area with high winds and the UAS pilot was unable to maintain control of the UAS which crashed a short time later.