elihoole/asrs-aviation-reports huggingface dataset:
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel System
Component problem: Improperly Operated
Reporter organization: Contracted Service
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: [During preflight] I visually checked both tanks and there was visually plenty of fuel onboard for the small amount of time required for the remainder of [my planned flight]. I did my walk around and switched my master on to check lights; flaps; and double check my fuel gauges. The fuel gauges indicated that my right wing was full and my left was just below full. Approximately 3/4 full. I took off; [flew for a while]; and turning towards the airport I had a loss of power. I immediately checked my fuel gauges which showed about 12-14 gallons onboard. Then checked my fuel selector which was on both and I checked my gauges (all in the green) and my throttle which was full in. I fluctuated the throttle to see if I could get any response and the RPMS just remained at idle. I pitched for best glide and squawked 7700 before notifying approach. They immediately put me on with Tower and cleared all runways for me. Once I got close enough to the runway where I knew I would make it I threw in full flaps and put the plane safely on the runway. Once I was rolling out I only had about 1;000 RPM worth of power which enabled me to slowly taxi off the runway to the ramp. While parking the marshaller signaled for me to turn right to line up straight at parking; but I was unable to as I didn't have enough power to make the turn. I shut down. Once on the ground checking over everything my gauges now read 0 gallons on the left and 6-7 on the right yet once we topped it off I still had 4.5 gallons remaining onboard which was more than enough to get me safely back to the FBO. After talking with the Maintenance guy he had said he encountered something similar and that when the levels get low the accuracy drops considerably on the gauges and that there is some sort of screen that may possibly shift a bit and restrict flow at that point. I definitely learned that no matter what I will top off and set a specific time frame for [my planned flight]. Never rely on fuel gauges especially with un-topped tanks.




Synopsis: C172 pilot reported landing safely after experiencing a power loss associated with fuel exhaustion.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
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
Primary problem: Human Factors

Narrative: While coming in from the southwest Tower gave us instructions to enter a right downwind Runway XXR. For some reason in my brain it processed as left downwind Runway XXR. While this was happening I was with a beginner student and was talking and explaining about procedures and checklist that needed to be done the whole time from 10 nm out till a half mile when the tower called to confirm that we were on a right downwind. Taking a break from talking to the student; I responded confirming that we were. After a few seconds I realized that we were indeed not and on a left downwind and immediately called Tower and admitted the mistake. At this moment an aircraft on the departure called that they had to deviate. I noticed the plane and determined that we were not on a collision course. To my view the plane was 100 yards away 200-300 ft lower and traveling in the opposite direction not on a collision course. After the other plane called to deviate tower instructed us to turn left to enter the right downwind Runway XXR after we had already passed the other plane.




Synopsis: PA28 flight instructor reported an NMAC resulted when he and his student flew a left pattern instead of the cleared right pattern.
Date: 201208
Local time of day: 0001-0600
Location: BWI.Airport, MD
Aircraft: Premier 1
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Second aircraft: Citation III; VI; VII (C650)
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: BWI was in a west operation; landing Runway 33L/R. A Premier was descended to 2;000 on a 210 degree heading approximately 7 miles northeast of BWI. The Premier called the airport in sight and was cleared for a visual \approach to Runway 33R and instructed to contact BWI Tower. A Citation was being vectored to Runway 33L; approximately 5 miles to the southeast of the Premier. I turned the Citation to a 270 degree heading; but immediately noticed the Premier had not commenced a base to final turn; and changed the Citation's heading to 250 degrees. I called BWI Tower and alerted them that the Premier should have been turning base to final. BWI Tower replied that they would instruct the Premier to turn in. I had descended the Citation to 2;000 turned them onto the Runway 33L localizer and at the same time called the opposite runway traffic. The Premier never turned onto the Runway 33R final and continued not only across the Runway 33R final; but the Runway 33L final as well. I immediately climbed the Citation to 2;500 to avoid a collision; after which the Citation reported traffic insight. The Premier was able to turn back towards the airport and land; whereas I vectored the Citation around for a subsequent visual approach and landing. BWI Tower could have been more proactive by noticing the Premier was not flying a pattern consistent with a landing on Runway 33R.




Synopsis: PCT Controller described a conflict event occurring after an aircraft was cleared for a visual approach on base; but failed to turn toward the airport to the correct runway.
Date: 201312
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Snow; Icing
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower SLC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Situational Awareness; Human-Machine Interface; Communication Breakdown
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: After turning off of Runway 34R on a high speed exit at a speed of approximately 10 KTS; I lost directional control of the aircraft. The aircraft exited the taxiway on the right side across a grass area and came to a stop on an adjacent runway exit. A taxiway light was damaged but there was no damage to the aircraft or injuries. Airport operations advised me after the fact that there had been freezing rain for several hours that had later been covered by snow. Even on the taxi-in at speeds as low as three knots there were areas where the aircraft was difficult to stop. In the future I will come to an almost complete stop in these conditions before making any turns and try to utilize only 90 degree runway turnoffs. Even at such a low speed there can be issues with directional control of the aircraft after heavy snow and ice events.




Synopsis: A B757-200 Captain lost directional control of the aircraft while exiting the runway on snow covered ice.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-23-250 Aztec
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Aircraft Heating System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This morning while airborne; passenger and I noted heater to be working quite a bit better than usual. Cabin was comfortably warm. The heater had been on for about 30 minutes; normal smells associated with combustion heater were present. At the 30-45 minute point both the passenger and I both went to clean eyeglasses at the same time. No abnormal smells were present; just a light smoke. We immediately turned heater to fan only position; opened a window to clear smoke; and returned to the field. Upon contacting Tower; we advised smoke in the cockpit and asked for priority landing. Tower gave instructions for straight in approach and asked if we were [requesting priority]. We replied in the afirmative. Upon landing smoke was minimal; and we continued to the ramp. We were met by the fire department. After looking with heat detection equipment it was determined the plane was not a threat. Maintenance on the field was contacted and we are pending mechanical inspection. No injuries; or related illness as of several hours later.




Synopsis: Pilot reported smoke in the cabin and elected to Air Turn Back and make a precautionary emergency landing.
Date: 201306
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class B PHX
ATC / advisory: Tower PHX
Second aircraft: A321
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: While descending on the EAGUL [arrival into] PHX we encountered wake turbulence following an A321 aircraft. I disconnected the autopilot to maintain control of the aircraft. This may have caused us to be high on making the altitude constraints (10;000 feet to 8;000 feet window at ESDEE). No comment made by ATC; nor were there any traffic conflict. Flight continued uneventfully to PHX.




Synopsis: A321 First Officer reported a wake vortex encounter on the EAGUL arrival into PHX that resulted in deviation from a crossing restriction.
Date: 201910
Local time of day: 0001-0600
Location: SAT.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: VFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Company Policy; Aircraft; Procedure
Primary problem: Aircraft

Narrative: Received a gate call for Maintenance massage on ECAM C/B (Circuit Breakers) tripped rear panel N-R. Cleared massage once but it came back after 10 minutes. Troubleshooting per Maintenance Manual 31-XX-XX-XXX-XXX-X; there was no actual C/B that was open and therefor had to pull aircraft out of service for further Troubleshooting. This aircraft was released back into service by a vendor for modifications to power ports. Stop sending our aircraft to outside venders.




Synopsis: Technician reported removing an aircraft from service because of a circuit breaker that would not remain set.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During flight test of [a] B757; cruise altitude FL380; we saw the flap gauge flicker between 0 and 1. Did it again but stayed in the intermediate position followed by a Leading Edge Slat disagree light and EICAS message. Slowed airplane down and got a descent to FL190 to figure out the problem at 210kts to be below any flap limitations. There were no roll or unusual flight control issues. Ran and complied with the QRH checklist; and since it was a flight control/nonstandard approach procedure [we advised ATC] and returned to [departure airport]. No issues or hot brakes during or after landing. Had Fire Department check brakes; they followed us in with no problems.Maintenance thinks it is a malfunction of a relay in the leading edge system. Number 2 FCU (Flap Control Unit) showed faults in system; I don't have all of the details.




Synopsis: B757 Captain reported a leading edge slat disagree light during cruise on a test flight.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff flap retraction on schedule the leading edge slats stuck between flaps 5 and up position. We followed the QRH checklist; slats remained stuck. We talked with Dispatch and Maintenance Control and developed a plan to return. we declared an emergency and returned for an overweight landing 219;000 LBS. We checked landing data as per the flight manual and Dispatch also confirmed landing data good we returned and landed using the normal flap extension system. Normal landing.




Synopsis: B757 Captain reports leading edge flaps stuck between five and up during departure. Maintenance Control is contacted and flight returns to departure airport using normal flap extension methods to an overweight landing.
Date: 202001
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Initial climb out of DEN. Seat belt sign on; flight attendants up. Climbing through approximately FL280 suspect we encountered wake turbulence from aircraft 10-15 nm ahead and 4;400 feet. above us (757). Auto flight was engaged. Abrupt 25 degree roll left and increasing. Disconnected autopilot and stabilized the aircraft. Offset 2 nm right of track and reported encounter to ATC. Checked with Purser; who reported that everyone was ok. Found out an hour later just prior to top of descent that one flight attendant had fallen during the turbulence encounter and had some side and back pain.




Synopsis: A320 Captain reported that a wake turbulence encounter resulted in an injury to a flight attendant.
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Instructor Comments: Student and Instructor flew 2 takeoff & landings to full stop & taxi backs. While doing the Dual part of the lesson; I did not notice or hear anything wrong with the engine; and also all engine instruments were indicating normal during the entire flight. The student dropped me off in south of S5 so he can continue with the SOLO part of the lesson. Student did one takeoff & landing to full stop and taxi back without a problem. By the second lap in the pattern; for safety; the student went around for his second attempt to land. In the upwind at 700 feet; 27L; the student call for MAYDAY and reported an engine failure. Contact ATC for immediate landing at 9C. Successfully; student made a right turn power-off 180 and landed safety to 9C.  Student Comments: I chose go-around with my second SOLO pattern. And I did the go-around procedure. The initial climb everything was good. When I climbed to 700 feet; I felt vibration of the plane and the plane could not climb anymore and started descent slowly. So I contacted Tower immediately. I pronounced MAYDAY MAYDAY. And requested 9C to land. Tower gave me 9C landing clearance. So I glided to land 9C and landed the plane safely and stopped the plane in taxiway C.




Synopsis: An instructor and student started a dual lesson then the instructor released the Student for solo pattern work. On the downwind after a go-around; the engine suffered a malfunction; so the student declared mayday and landed safely.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Situational Awareness; Fatigue
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [We received] extended vectors 20 mile final after a long day. Weather was scattered and we were VMC. [We were] cleared 3;000 to intercept final 'cleared ILS'. I noted 3;000 until the first intersection; and then non ILS habit pattern set 2;300 for the second intersection thinking we were already past the first intersection. The autothrottles were not maintaining commanded speed selected and I was over riding to maintain speed and troubleshooting reason for throttle problem. I started down with runway in sight and cleared to land. Once I realized we had not reached the first intersection yet I disconnected autopilot and corrected altitude and continued to configure for 30 flap and uneventful landing. Be aware of fatigue onset. We had a very challenging day at SNA. BC LOC 1L; wind shear. After engine start at SNA ready for bleed off balanced field dept on 1L Tower switched runway; new clearance; TPS; FMS; etc; etc; etc. Even a generic ILS can bite you if you let your guard down. I will ensure better discussion of step down or altitude changes before initiating. We could have also just called the field and accepted a visual approach clearance. I will ensure not to confuse Non ILS procedures with ILS.




Synopsis: B737 pilot reports descending early on an ILS approach in VMC possibly due to fatigue after a very challenging day of flying.