elihoole/asrs-aviation-reports huggingface dataset:
Date: 202112
Location: L62.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class G L62
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Chart Or Publication; Human Factors
Primary problem: Ambiguous

Narrative: Decided to do an emergency landing procedure simulated engine out for personal training. Uncontrolled field with no immediate TFR circle around the area. NOTAM did mention activity linked to Point Mugu Naval Base. Looked like drone operations. [The] NOTAM's time did not coincide with [the] TFR that I arrived but operations on ground seemed otherwise. No one made any attempts to contact us on ground or wave us off. The Point Mugu base TFR was not active either. Again there was no TFR ring around the airport. Because these operations looked active even though the TFR was not clear I am submitting this report. I will examine the NOTAM as posted and get a better sense on the times are local or Zulu. That was unclear. According to Zulu times we were not in the wrong. A better check of airport NOTAMs would have maybe answered our questions before using this runway as a personal training area. But if this was a TFR to work congruent with Point Mugu it should have been circled red like all the other TFR in Southern California.




Synopsis: General aviation pilot reported practicing in an area during a perceived non-active TFR. Upon landing the pilot noticed UAS operations on the airport which appeared to not coincide with the airport NOTAM times.
Date: 201507
Local time of day: 1201-1800
Location: RIC.Airport, VA
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke; 5
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZDC
ATC / advisory: TRACON PCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Confusion
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; 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
Primary problem: Human Factors

Narrative: My passenger; who is Private Pilot rated; observed a small flying object; possibly a drone; in the One O'clock low position. The color was red and silver with an elongated body shape. The sighting only lasted 3 to 5 seconds. ATC was then queried approximately 2 minutes after the sighting if there was any traffic in the vicinity of our aircraft. The controller advised there was none. We did then advise ATC of our encounter.




Synopsis: Pilot reported a UAS in the vicinity of his aircraft and reported the encounter to ATC.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Aeronca Champion
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing on runway XX; we bounced slightly and then got hit by a gust from the left. As we re-contacted the ground; we were in a rightward drift and the learner failed to input a sufficient crosswind correction and I failed to call for a go-around. We slewed to the left into a ground loop causing minor scraping to the right wing tip.We taxied to the ramp and shut down and got out to inspect the airplane; finding minor skin damage to the right wing tip outboard of the aileron. We then decided to terminate the lesson.The learner (and airplane owner) had been off of flying for several weeks and had engaged me to help him get current again. We pre-briefed our plan of action and reviewed the weather and traffic conditions during an hour of ground school prior to starting up. The weather was good VFR with winds 270/9. I briefed that the forecast included a chance of winds gusting to 17 knots and that ZZZ might be busy on a nice Sunday afternoon. We took off and climbed up to 4;000' MSL and practiced some air work including engine failure turn back drills. We then entered the pattern at ZZZ Airport; to begin the pattern work. I was surprised that the pattern did not seem to be busy with only one other airplane in the pattern.  Everything had gone quite well until the gust caught us and I confess that I had begun to relax a bit too much and failed to call a go around after the bounce. As we finished up; I noted that the wind had shifted to 230/12G19; definitely over our stated max for the lesson. In retrospect; I should have been more assertive about not using the paved runway for the first few landings but should have suggested moving on to another airport with a good grass strip aligned with the wind. I should also have remained fully alert to the possibility of a poor first landing attempt.




Synopsis: Instructor reported student failed to maintain directional during landing training resulting in a ground contact with the wing tip.
Date: 202107
Aircraft: No Aircraft
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Training
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Contributing factors: Human Factors; Chart Or Publication; Company Policy
Primary problem: Company Policy

Narrative: I am concerned about the way multiple battery powered devices are being packaged for shipping. It has been observed that Customer Service Representatives who are involved in shipping personal electronic devices with lithium batteries are not following the new procedures regarding packing such items. I am referring to the computer lesson X. Was that effective immediately? It seems that folks did that lesson but then either forgot about it and/or were waiting for an official corporate and/or local management issued directive or bulletin advising Baggage Service agents to do it this way. There are no Hazardous Material Battery labels ordered or specific instructions when packing Personal Electronic Devices (PEDs). I brought it up to my co-workers but it went nowhere.




Synopsis: Air Carrier Ground Personnel reported new shipping procedures of Lithium Ion battery powered PED's are not being followed.
Date: 201208
Local time of day: 1801-2400
Location: ZID.ARTCC, IN
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Descent
Airspace: Class E ZID
ATC / advisory: Center ZID
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification; Other / Unknown; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I; the pilot in command; was on a cross country flight to Lee County Airport and was cleared by Indianapolis Center for the RNAV approach to Runway 25; Lee County Airport (0VG). Upon receiving clearance; having misread the approach plate; I descended to 5;400 FT MSL. From the northeasterly direction I was arriving the minimum safe altitude within 30 nautical miles of the initial approach fix HUXAM was 6;100 FT. I also switched to the CTAF frequency for Lee County airport after being cleared for the approach. I was contacted by a Beechcraft; who had been instructed by Center to tell me to return to Center frequency. I did so; and was instructed to return to the correct Minimum Safe Altitude by Indianapolis Center. I climbed back to the correct minimum safe altitude. I then completed the rest of the approach and the return flight without further problems.




Synopsis: C172 pilot reports being cleared for the RNAV Runway 25 approach to 0VG from the northeast and descending to 5;400 FT prior to reaching HUXAM and switching to CTAF without informing ATC. ATC is able to correct the deviation by relaying information through another aircraft.
Date: 202009
Local time of day: 0601-1200
Location: DAL.Airport, TX
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground DAL
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When exiting Runway 13L at M3; Tower directed us to taxi via M3; M; B5 monitor Ground. It was a short taxi to the ramp and Gate X from M3. I was taxiing while the FO (First Officer) was completing the After Landing Flow and talking to Company about our gate. As I was turning onto B5; I heard Ground call a Company aircraft to have them tell us to contact Ground. We were up on Ground frequency and heard that call; so we called Ground. They told us they had tried to get a hold of us to hold for an aircraft that was stopped on Taxiway P. Then they cleared us into the ramp and our gate. I must have missed the call from Ground while the FO was talking to Company.I thought crew communication was good as the FO said he was going off frequency to contact company to confirm our gate and I acknowledged that I had the number 1 radio. I must have just missed the ground call on the number 1 radio.


Second narrative: After landing from the RNAV W 13L at DAL; Tower cleared us to exit at M3 and taxi M3 M B5 to the ramp and monitor Ground. We exited the runway and started the Post Landing Checklist Flow while following Tower's instructions. I switched radio one on Ground; and radio two to Ops to make the down call. As we entered the ramp and were clearing the route to Gate X; I heard Ground ask another Company aircraft to use Company frequency to have us contact them on Ground frequency. I immediately reported that we were up on Ground; and was told we missed a call to hold for traffic on Taxiway P. I believe I missed this call from Ground while contacting Ops during the short taxi to the ramp. We stopped the aircraft until Ground cleared us to taxi to Gate X. The rest of the taxi through shutdown was uneventful. Based on current traffic numbers being low and many airports controlling both tower and ground on the tower frequency; we needed to confirm the radio change from tower to ground before continuing with post landing flow and listen for ground instructions.


Synopsis: Air Carrier flight crew reported taxiway incursion due to missing taxi instructions.
Date: 201302
Local time of day: 1801-2400
Location: CRQ.Tower, CA
Aircraft: Brasilia EMB-120 All Series
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: Tower CRQ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Air Carrier X was talking to SOCAL Approach/Del Mar Sector when they were cleared for the visual approach 8 NM North of CRQ. They were descending rapidly and I was not yet talking to them when I had a traffic conflict 3NM South of Air Carrier X; a Cessna flying North right into Air Carrier X. I called the traffic to the Cessna but was not talking to Air Carrier X yet. SOCAL switched Air Carrier X without giving them any traffic information. Within 2 seconds the CA warning went off and I had to take immediate action. I restricted both aircraft's altitudes. I would recommend that SOCAL resolves all traffic conflicts before switching aircraft to us. Also; if not then; they should call over and coordinate the aircraft's intentions before switching them.




Synopsis: CRQ Controller described a conflict event when SCT failed to resolve and was not timely in transferring an aircraft on a visual approach to the Tower.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Oil Filter
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: EICAS msg L OIL FILTER in cruise FL36. Descent to nearest suitable airport; land with left engine shut down and over max landing weight by 14;000 LBS.


Second narrative: L engine oil filter EICAS message. We followed the QRH procedure directing us to shut down the left engine and divert to the nearest available airport.


Synopsis: B767-300 flight crew reported inflight engine shutdown and diversion.
Date: 201307
Local time of day: 1201-1800
Location: LKP.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class G LKP
ATC / advisory: CTAF LKP
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Airport
Primary problem: Ambiguous

Narrative: Landing Runway 14 at LKP. While stabilized on final on PAPI 3.5 degree glide path; it 'felt' low. After safely landing and discussing with FBO personnel; they commented 'if you stay on the PAPI glide path; you might get some pine needles in your wheel well. The PAPI has not been calibrated in a few years and the trees have only grown taller.'  Additionally; no 'official' wind information is available and would be very helpful for high performance aircraft operating at this location. Obstacle clearance while on PAPI needs to be evaluated. As a Company; I believe we need to evaluate whether operations in/out of LKP fall within a prudent safety margin given the airfield configuration and the nearby location of SLK.




Synopsis: The pilot of a small jet transport felt low while flying the VGSI slope to LKP Runway 14 and was told after landing that trees had grown up to just below the 3.5 degree visual path.
Date: 201412
Local time of day: 1201-1800
Location: SJC.Airport, CA
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: On descent into SJC; controller descended us to 5;100 feet in vicinity of JESEN on the JAWWS 3 approach. After being level for about a minute got a radio altimeter announcement indicating 2;500 feet. Crew focused on Terrain display when aural GPWS TERRAIN indicated along with PULL UP. PF complied with REDBOX and executed climb. After a few seconds and about 150 feet of climb caution disappeared. PF leveled at about 5;400 feet while PNF called ATC of alt deviation and notified ATC of TERRAIN caution. IFR at time of event; broke out VFR with all clear visually and on Terrain display. PNF asked ATC if we should descend to assigned 5;100 feet at which he responded to descend to 5;000 feet. PF complied with descent instructions and remaining of approach/landing was uneventful. ATC indicated that this has happened before; but did not seem concerned given the MVA altitude of 5;100 feet for given location. ATC several times stated the altitude of 5;100 feet was correct. Suggestions: Raise MVA in suspect area to avoid future TERRAIN warnings. Verify current MVA is 'compatible' with our GPWS system overlays.


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


Synopsis: MD-80 flight crew reported getting a GPWS 'Terrain' warning in the vicinity of JESEN on the JAWWS3 arrival to SJC. Crew reported that ATC stated MVA in the area is 5;100 FT.
Date: 201509
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
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After pushback procedures were complete; the pushback crew were released to disconnect from the aircraft. The marshaller properly stood to the right front of the aircraft with his arms down at 45 degrees and I signaled with the taxi light. He then saluted; turned and walked away. About ten seconds after that I noticed that the two men who were under the aircraft on the interphone were now standing approximately where the marshaller had been; but closer to the aircraft. They had no flashlights and were using the nose gear steering pin/flag as an indication device. The individual with the pin was standing holding the pin out for me to see. The ramp was dark; these men had no light devices; and I could have easily started taxing toward them had I not noticed them. They were improperly acting as marshallers after the aircraft was already cleared to taxi. This station has typically weak compliance with pushback procedures (the ground crew will not call the cockpit when pushback is complete; they just stand under there until the cockpit calls them. This could go on for fifteen minutes if the cockpit didn't say anything); but this was the most dangerous event I've witnessed to date.




Synopsis: B777 Captain reports being cleared to taxi by the pushback Marshaller before the other members of the ground crew had cleared the nose of the aircraft.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Other Flight School
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Landing
Reporter organization: Other Flight School
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the final landing of a dual training flight to [ZZZ] airport; the engine on Aircraft X turned off during rollout prior to clearing the hold short lines. Incident occurred on RWY XX at intersection XX. As the crew was receiving taxi instructions ('Turn right XX; taxi to parking via A; monitor ground...') Engine RPM dropped below 300 RPM and engine stopped running. [Flight Instructor] took controls and radios and advised Tower that the engine had stopped and we would attempt to clear the hold short line and restart the engine for taxi. The aircraft came to stop about 10-15 feet before clearing the runway. [Flight Instructor] advised Tower that we needed to attempt a restart. The engine did not start after 3 attempts. [Flight Instructor] requested to manually move the aircraft clear of the runway due to departing and inbound traffic to the airport. Towered granted permission and the crew pushed the aircraft clear of Runway XX. Now advising on Ground frequency; the crew attempted to start the airplane 3 more times per the POH. Unsuccessful; [Flight Instructor] requested a tug service from the FBO. The plane was towed to parking by the FBO staff. After refueling and crew change (more than 30 minutes elapsed time) the aircraft started without incident and the dual lesson continued to [ZZZ1].




Synopsis: DA-40 Flight Instructor reports engine quit on landing rollout.