elihoole/asrs-aviation-reports huggingface dataset:
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
ATC / advisory: UNICOM ZZZ
Aircraft component: Indicating and Warning - Fuel System
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Details of this occurrence were reported to the FAA which is considering this an incident. Two flights were planned on 1 June (day 1) as part of an aircraft delivery from ZZZ1 to ZZZ2. The first leg was planned from ZZZ1 to ZZZ as a fuel stop prior to the last leg for the day to ZZZ3. The legs had been planned with the use of WSI Weather Brief; Jepp Pro; WingX; and Weather Meister apps and the plan was reviewed by 4 people.  (The two prior owners; the new owner and myself.) The flights were planned with an assumed fuel usage rate of 4 gallons per hour for the A65 Continental engine with an 80 mph cruise and 12 gallon fuel capacity. The first leg would take 2 hours leaving assumed 4 gallons reserve. Before the 2 hour mark the engine stopped due to fuel starvation necessitating an off field landing in a hayfield. Due to terrain; the right main gear strut was bent on landing but otherwise the aircraft rolled out in tact with no other damage. At time of failure the fuel indicator and preflight planning indicated ample fuel for the remainder of the leg.Upon later inspection from the owners mechanic; a corroded fuel indicator wire was confirmed giving an inaccurate fuel indication.(The J3 had been sitting prior to its annual and had a corroded fuel indicator float wire that was not corrected at the annual or detected on the preflight. The J3 manual directs that wire be polished with crocus cloth for ease of operation and accurate measurement.) Mechanic also speculated that the Rochester carburetor float could have stuck causing an increased fuel burn rate higher than planned. Safety recommendation:Ferry Flights/Aircraft Deliveries:The first leg could have been planned with a short range fuel stop (1 hour or less) to verify fuel use rate; check for fluid leaks and aircraft overall condition.  This practice should be encouraged on all flights coming out of annuals; for deliveries and ferry flights.




Synopsis: Piper J-3 Cub pilot reported off airport landing due to engine failure.
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was on a VFR flight from to ZZZ with VFR Advisory Service. I was with approach [and had a transponder code]. I was given the following instruction: '[next approach sector] cannot take the handoff. Radar Service Terminated. Maintain VFR. However monitor approach on [frequency] and keep your squawk code.'I tuned [in to next] Approach and waited until I was almost over the field at ZZZ and never heard a call from [approach] to acknowledge or cancel my squawk. I tuned the ZZZ CTAF; made my calls and landed. Upon landing; I was informed by the FBO that approach called and wanted me to call them back. They were concerned that I had gone NORDO and wanted to make sure I was on the ground. I was faced with a confusing situation. I was told that Radar Service was terminated but to keep my squawk code.Looking back; I should have gone ahead and called; However I didn't want to interrupt what was obviously a busy time for the controller.




Synopsis: A VFR aircraft being transferred between TRACON's was told radar service terminated but to remain on their present squawk and monitor the next facility's frequency. The receiving facility never contacted the aircraft. After landing at its destination the pilot was asked to call the facility to ensure he had landed. The pilot is confused as to if they did anything wrong.
Date: 202112
Local time of day: 0601-1200
Location: MYF.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B SAN; Class E ZLA
ATC / advisory: TRACON SCT
Aircraft component: Autopilot
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Confusion; Communication Breakdown; Troubleshooting; Time Pressure; Human-Machine Interface; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Software and Automation; Procedure; Human Factors; Environment - Non Weather Related; Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: After taking off from MYF; Tower delayed my hand off. When I changed to Departure; the Controller told me I was late reporting. Just prior to that exchange; I had what seemed like a GPS signal jam in that my GPS failed and my ALT did not hold at 3;000 ft.; my clearance altitude. I busted the altitude by about 1;000 ft. while wrestling to disengage the auto pilot. While descending back down to 3;000 ft. the Controller began assigning me fly headings and climb instructions. I reported instrument failures and delayed responding. The Autopilot would not disconnect without pulling the fuse and resetting everything. Meanwhile the Departure Controller began scolding me for having problems while not communicating with him. He said I failed to promptly respond and continued with different fly headings and altitude assignments. He became angry and began lecturing me on how communication should be part of my recovery checklist. The urgency in the cockpit became unnecessarily escalated. While he may have had cause to chew me out; it didn't help the urgency of the situation. A seasoned Controller could have averted some of my miscues.




Synopsis: Citation Pilot reported a GPS signal jam and deviation from course and altitude restrictions while attempting to disconnect the auto pilot.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A321
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Inflight during cruise phase at FL270; eastbound; subsequent ECAM actions appeared on the Engine/Warning Display (EWD). We addressed the ECAM actions as they appeared which resulted in an inflight engine shutdown of the Number 2 (right) engine. A drift down procedure was executed using the QRC checklist with an initial 180 degree right turn off track to head back towards the [departure airport]. Weather; NOTAMs; and landing distance performance information was gathered. The decision was made to return to [an alternate airport] as it provided an equivalent level of safety. The passengers and cabin crew were advised periodically of the situation. A new clearance was obtained and entered into the [Flight Management System] and the flight proceeded direct. Communication with Dispatch was established via SATCOM and an amended release was obtained.The overweight landing procedure and ditching procedure was reviewed in the QRH. Closer to [alternate airport]; we made a request to have emergency vehicles (ARFF) standing by. The decision was also made to taxi into gate on our own power with ARFF following the aircraft and monitoring the situation. When cleared for the approach; we ensured that all tasks of the overweight landing procedure were accomplished. The aircraft touched down with no further incident and the emergency was terminated upon arrival at the gate.ECAM alert: High Oil Temp followed by low oil pressure on number 2 engine. ECAM actions lead to shutdown of the number 2 engine.


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


Synopsis: A321 flight crew reported high oil temperature and low oil pressure resulting in shutdown of Number 2 engine and diversion to alternate airport.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Human-Machine Interface; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I took off from ZZZ in my 2008 CAW SportCruiser; an aircraft that I had recently purchased. This was my first flight from ZZZ where I had based the aircraft. I flew around the local area to familiarize myself with landmarks in a 15 NM area near ZZZ. When I returned to land; an aircraft that was returning to the airport announced their intention to land on runway XX. I set up to enter the pattern for that runway about 5 NM away and went over the approach in my mind. Then; when I was about 3 NM away; I heard a pilot announce he was entering a left downwind for runway XY. I was surprised and concerned and made changes to my power setting and flaps setting from downwind settings. I changed my approach to enter a crosswind for runway XY. I was still a little shaken by the sudden change in approach for landing. The downwind and base legs were uneventful. The final approach started well; but as I neared the runway threshold; the PAPI system indicated that I was below the glide slope. I added a little power to get back on the glide slope; but I was too far into the landing. The aircraft hit hard and then the nose gear collapsed. The aircraft slid about 250 feet on top of the nose gear fairing and cowling. The prop struck the asphalt and one blade snapped off. Fortunately; I was thoroughly strapped into the four-point restraint harness and was uninjured.In retrospect; I should have abandoned the approach when it became unstable; and initiated a go-around. This will be a very expensive lesson. I am grateful that I emerged from the experience physically unscathed.




Synopsis: Pilot reported a decision to continue the approach after becoming unstabilized; resulting in a hard landing which collapsed the nose landing gear.
Date: 201410
Local time of day: 1201-1800
Location: MYF.Airport, CA
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D MYF
ATC / advisory: Tower MYF
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X requested a westbound departure and was cleared for takeoff. There were three other aircraft in the south downwind: Aircraft Y (pattern work); followed by Aircraft Z; inbound from the west; and Aircraft A who was entering the pattern and departed ahead of Aircraft X.  On departure; Aircraft X turned a crosswind southbound instead of going westbound; which put him in the path of Aircraft Z.  At first I thought I confused Aircraft Z and Aircraft X; but I issued traffic immediately to Aircraft Z and watched as he had to maneuver to avoid Aircraft X.  I then issued traffic to Aircraft A as he was also going to be in conflict.  Aircraft X was not answering at first; and then when he responded; I asked his intentions; thinking that I misunderstood him. He decided that he would go to MZB VORTAC before turning north; which is contrary to what 99.99% of our pilots do. Though the aircraft is based here; I do not believe the pilot is based here; and he does not know the airspace and procedures. I thought he was going westbound; and I could not have anticipated his moves. I issue traffic normally on this situation; (westbound departures with inbounds from the west) and was in that process when he turned into the traffic. Aircraft Z pilot said 'That was pretty close.'  Then on the phone later; he described Aircraft X as 'That guy who tried to crash into me.'This pilot needs to be found and educated.




Synopsis: MYF Tower controller describes a NMAC caused by a pilot not familiar with the local procedures while airborne.
Date: 201411
Local time of day: 0001-0600
Location: IND.Airport, IN
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground IND
Second aircraft: Commercial Fixed Wing
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: Conflict Ground Conflict; Critical

Narrative: Taxiing to 23R turning from taxiway C onto P we saw Aircraft Y pulled off on the pad at the intersection of taxiway P and J. He was nose toward taxiway P close to the line marking the edge of the pad. At the time I thought it would be close but he was across the line. I moved a little left of the center line to help with clearance and had my First Officer watch our wingtip. As we got close to his nose he flashed his turnoff light at us and I realized I had not turned off my turnoff lights after crossing RW23L so I turned them off. We preceded past and went on. The next night...the Captain of the flight on the pad looked me up and said our wingtip had passed within 5 ft. of his nose and he had flashed his turnoff light to get us to stop. [This event occurred due to my belief] that the line marking a holding pad would give wingtip clearance like a line on our ramp. There was concern enough to cause me to move left of centerline. This should have gotten me to call ground and see if that flight was on frequency and could also insure our wingtip clearance.


Second narrative: Ground clearance to taxi to 23R via Charlie (C) and Papa (P). As we turned left onto taxiway P we noted Aircraft Y parked on Juliet (J) with the nose pointed toward P. The nose of Aircraft Y was several feet north east of the dashed line located on the north east side of taxiway P. As we approached the parked Aircraft Y the captain steered slightly left in order to allow more clearance between our right wing tip and the nose of Aircraft Y. I was watching our right wing tip as we passed by the parked aircraft. I felt that we were close but not unsafe. The rest of the taxi was uneventful. During our debrief with each other at the conclusion of the flight and a subsequent debrief with the crew of the parked Aircraft Y we felt that our wingtip passed too close to the nose of Aircraft Y. It was 'too close for comfort'. Although it is ultimately our responsibility; no warning or alert was given by ground control regarding the parked aircraft. Contributing factor was darkness and our assumption that the holding pad markings allowed us safe clearance with the parked aircraft.


Synopsis: The flight crew of an A300 taxiing on Papa for takeoff on Runway 23R at IND moved slightly left of centerline while they passed a Heavy Mcdonnell Douglas aircraft holding in the pad at the intersection with Juliet; believing the surface markings provided adequate clearance. The next day the flight crew of the Mcdonnell Douglas advised the A300's wingtip had come within five feet of their windshield even given their precautionary deviation.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Improperly Operated
Reporter organization: Other 141 Flight Academy
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness; Distraction
Second reporter function: Trainee; Pilot Flying
Anomaly: Ground Event / Encounter Gear Up Landing; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: With a student flying the airplane; we departed flew several maneuvers; and returned to the field to practice landings. Initially; we were told to expect runway XY. Wind was stated by tower at 17 kts with a significant wind velocity and gust spread so we switched to runway XZ. The lesson required short approaches (simulating engine failure); so we make a normal landing successfully; followed by one short approach; which was also successful. We experienced light to moderate turbulence throughout. The student asked for me to reduce the power to better simulate engine failure. I do not usually fly with this student; and assumed this was part of his regular training regimen. A regular gear check was completed on the first two landings; but not the third. This is ultimately; the reason for us landing with the gear up. Contributing to this; I was focused on coaching the student to reach our intended aiming point; distraction due to turbulence; I had not eaten before the flight the aircraft is equipped with an aural warning for gear position. Neither of us recall hearing the warning before touchdown.


Second narrative: Gear up landing due to pilot error. Series of short field pattern work 2 successful stop and go's. 3rd and final approach resulted in gear up landing.


Synopsis: PA28R instructor and student pilot reported a gear up landing while practicing touch and go landings.
Date: 202101
Local time of day: 1201-1800
Location: JFK.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO; Other Flight School
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Tower JFK
Second aircraft: Commercial Fixed Wing
Aircraft component: Battery Management System (UAS)
Component problem: Malfunctioning
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: I was cleared to transition underneath JFK's Class B Airspace; along the shoreline below 500 feet. while flying a westerly heading; I encountered wake turbulence from a plane landing on Runway 04R. Roughly 30 seconds before the encounter; I was cleared to climb; not leaving me adequate time to climb above the turbulence. The wake we experienced was stronger than expected. It shook our plane and dislodged the battery onboard my aircraft. I first noticed the acidic smell and shortly after observed smoke in the cockpit. I decided that I would need to land the plane immediately at JFK. After contacting Kennedy Tower; I got clearance to land on [Runway] 13R. Once acknowledging my clearance; I informed the Tower that I was shutting down my battery to prevent the fire from expanding and that we may lose further communication. We made a safe return to the airport and I stopped the plane on Taxiway P. I shut the motor down and deplaned my passengers. [Ground personnel] put out the fire and towed the plane to the FBO. Both myself and my passengers were evaluated by medical staff and were thankfully unscathed.




Synopsis: Light aircraft pilot reported experiencing smoke in the cockpit when the battery was dislodged by a wake turbulence encounter.