elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe
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
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Complete loss of electrical power occurred when the landing gear was retracted after takeoff. All attempts to restore electrical power by recycling master switches and resetting circuit breakers failed. Being without communication or radio navigation ability; I decided to circle on the NE side of the airport and wait for light gun signals to land. Due to the position of the control tower and the airport beacon; I was unable to see the light gun signals because of the glare from the beacon. I was able to establish communication with the control tower by using my cell phone to get a relay through 911; and eventually a direct phone line to the tower. I extended the landing gear manually; but did not have a way to verify that the gear was down and locked; so I coordinated with the control tower for a low approach over the runway to get a visual confirmation that the gear was extended. After confirming the landing gear was extended; I decided to land. I knew the landing gear was extended; but I had no way to verify that it was locked in position; so I coordinated with the control tower to land with the engine turned off so that in case the landing gear collapsed I would not cause extra damage. I also coordinated with the control tower to stop on the runway to verify the landing gear was locked before trying to turn the airplane. The airplane was then towed off the runway.




Synopsis: PA32 pilot reported loss of all electrical power shortly after takeoff.
Date: 201206
Local time of day: 1801-2400
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: Center ZZZ
Aircraft component: Cooling Fan; any cooling fan
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Troubleshooting; Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While in cruise; we had an EICAS messsage and instrument light indicating the #1 cargo fire bottle had discharged. Talking with Maintenance Control and Dispatch; we learned we could not be dispatched in this condition for an ETOPS flight. No further procedure was in the flight manual. Returned to departure airport for normal landing.


Second narrative: After takeoff; EICAS message FWD EQUIP COOLING displayed. Completed the QRH action items to the end of the checklist. Soon thereafter; EICAS message FWD EQUIP OVERHEAT displayed. Completed the QRH action items to the end of the checklist. While in cruise; east of ZZZ; EICAS message FIRE BTL 1 displayed; with the FIRE BTL DSCH low pressure light illuminated. Completed the QRH action items to the end of the checklist; called Dispatch for phone patch with Maintenance Control and discussed the aircraft status. Maintenance Control believed that operation could be continued over ETOPS area; Dispatch disagreed and I disagreed in that the aircraft had not yet entered the ETOPS area and advised Maintenance Control and Dispatch I would be returning. Notified ATC of our situation and returned to departure airport.


Synopsis: B767-300 flight crew experience an EICAS message for FWD EQUIP COOLING; followed shortly by a FWD EQUIP OVERHEAT message. QRH procedures are complied with and the flight continues toward Europe. Prior to leaving domestic airspace; another EICAS message for FIRE BTL 1 is displayed; with the FIRE BTL DSCH light is illuminated. The crew elects to return to the departure airport.
Date: 201706
Local time of day: 1801-2400
Location: DVT.Tower, AZ
Flight conditions: VMC
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D DVT
ATC / advisory: Tower DVT
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown
Second reporter function: Ground; Instructor
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi; In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Off frequency the trainee on ground control coordinated to cross the runway behind Aircraft X on a half mile final. I told him that would be fine. He then keyed up to record the crossing coordination and I said 'Behind the Aircraft X short final; cross Runway 25L at taxiway B5'. I then turned my attention to Aircraft Y who was landing long on runway 25L. Aircraft Y was still airborne; roughly 10 feet above the runway when the trainee on ground control keyed up the frequency and said 'crossing complete'. I then turned and saw Aircraft Z turning onto taxiway c from C5 and realized that the ground trainee had crossed the runway in front of Aircraft Y as [it] was over the runway landing. Aircraft Y said nothing about the [aircraft] that had crossed about 2000 feet in front of him. The ground trainer should have heard the trainee issue the crossing and stopped it from happening. My view of Aircraft Z was also obscured by the support beam on the window in the tower. I had to move to the side to see Aircraft Z.


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


Synopsis: A Local Controller observed an aircraft taxiing across the same runway as a landing aircraft landing was touching down.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on approach to land Runway XX at lake hood ZZZ with an 8 knot cross wind; I decided to carry about 5 knots of extra airspeed into my landing and land long. I touched down with the main landing gear first; parallel with the runway with proper cross wind correction. My trouble came when I set the tail down it began to swing to the right and I gave all of the right break and rudder I possibly could with no avail. I ended up sliding sideways into the left ditch just north of taxiway going roughly 15 kts. The ditch I slid into was very marshy and muddy which caught my right tire making the plane stop abruptly causing the plane to tilt over far enough for right wing tip to make contact with the ground and then settle back on both tires. I first checked my prop to ensure it didn't strike anything and that the motor was still running; I then immediately shut down the engine and contacted Tower to notify them of the situation. I told Tower I would need a minute on the runway to push the plane out of the way and they responded with 'OK'. There were no injuries in the incident and the only damage that occurred was minor to the right wingtip.




Synopsis: GA pilot reported a runway excursion due to loss of directional control on landing.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were going over simulated single engine failure as well as a practice ILS approach circling [to a different runway]. As we turned base we lowered the gear. The instructor pilot [and I] verified we had three green lights showing and I verbally said out loud; 'three green; gear down'. We continued our descent; flare and the Main Landing Gear touched down. Shortly after we lowered the nose; expecting to do a touch and go; but when the nose lowered it dropped straight to the ground. When services came out to help us remove the aircraft from the runway; we tried raising the nose by applying weight to the back to see if the nose gear would swing but it did not. The aircraft still showed that there were three green lights. We believe there was a mechanical failure somehow with the nose landing gear mechanism which caused us to land abruptly on our nose.




Synopsis: Tecnam P2006T student pilot reported the nose gear failed on landing even though they had three green lights.
Date: 202003
Local time of day: 0601-1200
Location: VNY.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C BUR
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Human factors: Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Chart Or Publication
Primary problem: Ambiguous

Narrative: We were assigned the Van Nuys 3 departure. I planned on using the autopilot to minimize workload and armed nav while taxiing for departure. The departure basically says to make a climbing turn to a 213 heading with altitude specified by ATC and expect a vector to VNY VOR. During the departure with the autopilot engaged we turned beyond 213 degrees. ATC queried us about our heading and I disconnected the autopilot and turned back to a 213 heading.I may be mistaken but I think there is a difference in the Van Nuys 3 from Runway 15 between the FMS and JeppFD Pro. I think the FMS was turning us to the VNY VOR after the 213 heading. Please compare the procedures. Clearly; I should have applied CAMI and intervened. But; I didn't expect that there would be an issue so I wasn't ready for it.




Synopsis: Corporate jet First Officer reported a possible discrepancy between the FMS and the Jeppesen versions of the VNY Van Nuys 3 to Runway 15 departure; which resulted in a course deviation.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: light breeze - 3-4kt@220; 10
Light: Daylight
Aircraft: Navion
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was approaching [the runway]; on a 45; at pattern altitude with the intent of landing when I heard someone call that they were using [the opposite direction runway]. I then called that I was crossing midfield with the intent of making a left downwind for [the opposite direction runway]. As I crossed I saw that the windsock was clearly showing that [the original runway] was the proper runway so I radioed that I was cancelling and leaving the pattern. I left the pattern and circled to come back across midfield again. I radioed that I was crossing midfield for a left downwind for [the original runway]. At some point; when I was setting up again; someone radioed they were going to set up for [the opposite direction runway]. I again called that I was approaching [the original runway]. After the screeching metal stopped I again looked at my checklist which was strapped to my leg. I had done all items before and after wheels down but had failed to do the most important item. I apparently allowed my attention to be diverted - stupid mistake. As to a corrective action; I believe the best advice I got; and what would have saved my plane; my wallet; and my pride; was to start the checklist over again whenever attention is diverted.




Synopsis: The pilot of a Navion landed with the landing gear retracted after becoming distracted with comments from other pilots as to the runway in use.
Date: 201807
Local time of day: 0601-1200
Location: ZTL.ARTCC, GA
Weather elements / visibility: Rain; Thunderstorm; Turbulence
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZTL
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Contributing factors: Human Factors; Weather; Procedure
Primary problem: Weather

Narrative: This event involves commercial aircraft on a 'weather re-route' that took them directly into the path of a level 6 thunderstorm with tops above FL430. The time period started at XA:00 local and continued until I left my shift at XF:30 local. I informed my Supervisor that the traffic management unit (TMU) 'weather re-route' over SJI wasn't working. I called the Controller at ZHU HBG sector and we worked out our own weather re-route that would keep aircraft safe and away from weather. My Supervisor called the STMC and informed him that aircraft were refusing the re-route that took them over SJI and asked him to put out a new weather re-route that would keep them safe. The response was 'We aren't going to do that'!! The controllers will have to do it. If I have to do their job I don't need them!  They serve no purpose. At this point I was working a red sector with 25-32 aircraft for the 2 hours I was working Sector 8. The altitude stratum is FL350-500. I should also be noted that no less than 5 ZHU Center Weather Advisories were issued during this time period that described the heavy convective activity over SJI. They can't claim ignorance of this unless they failed to read the weather advisories when they come out. The refusal by TMU and the Command Center to do their jobs created an unsafe complexity to a sector that was already over-loaded because of their incompetent 'weather re-route.' The flying public's safety was compromised by this careless haphazard re-route. The Controllers of ZTL continue to safely work around the incompetence and carelessness of the Command Center and our own TMU. We work hard every day to keep the flying public safe. We need the support of the Command Center; TMU and Management. The NAS system was compromised with this kind of event.




Synopsis: ZTL Controller reported a weather re-route issue that put aircraft into a Level 6 thunderstorm with no assistance from Traffic Management.
Date: 202111
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Military
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Tactical
Flight phase: Cruise
Airspace: Class E ZZZ1
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was IFR inbound from ZZZZZ intersection area from ZZZ1 Center sector X; which is not in accordance with our LOA. Per ZZZ and ZZZ1 LOA; Category B aircraft should enter ZZZ terminal area through the respective arrival gates. Over ZZZZZ; I thought that Aircraft X was VFR inbound to ZZZ most likely due to the V in their type and was unaware they were IFR.  Aircraft X was vectored to follow a DA40 for a left base to runway XX. While on this vector; Aircraft X entered an 8;400 MVA at 8;000. I realized that Aircraft X was IFR when the aircraft was about to enter an 8;900 MVA and was climbed to 9;000 and turned away from the 8;900 MVA. [Recommend] That every entity involved knows the LOA and adheres to such as well as better awareness on my part to flight plan type.




Synopsis: TRACON Controller reported an LOA violation which caused confusion and a MVA violation.
Date: 202003
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician; Lead Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Confusion; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Work Refused
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure; Company Policy
Primary problem: Procedure

Narrative: Aircraft arrived to our facility. The aircraft was not out of service and there was no routine maintenance due. At some point we heard a call come across the radio and the Supervisor replied. We heard the flight crew say that they came off of the plane and wanted to make sure that it was known that the aircraft had a 'Corona Issue' and that was the reason it was staying overnight. I heard the Supervisor ask the flight crew if they wrote anything in the AML (Aircraft Maintenance Log); and the crew replied that they have been instructed not to put items like this in the AML.After hearing this I inquired with the Supervisor; and he told me that he knew nothing about it except that it would be staying here for a 'deep clean.' I made some phone calls to find out what our procedure is supposed to be for assigning guys on an aircraft with a known Corona issue; where management told us that it wasn't a Corona issue; but just someone that had a fever. I asked if they can say with 100% certainty that it was not Corona; and was told no. I spoke to our shift manager and asked if we could get the overnight maintenance deferred as I don't think there is a clear procedure in place on how to handle an aircraft like this. At this point we deferred the overnight maintenance.I would suggest there being better communication about any issues that would even remotely suspect a Corona contamination; there are too many unknowns out there to just put crew members at risk of contracting this virus; and I also think there should be a written policy in place on what precautions we need to take while handling a situation such as this one; and I also think there should be a write up in the AML of any potential 'Corona Issues;' especially so there would be something in writing when an aircraft like this is going to affect more than one shift.




Synopsis: Maintenance Technician reported an aircraft arrived at the facility as a result of a 'Corona issue' and needed deep cleaning. The Maintenance Technician reported that there are no policies in place for this issue.
Date: 201710
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel; Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Another mechanic and I completed a deferral on [the] aircraft; proceeded down the stairs to an electric cart positioned next to jet bridge stairs. We both entered the cart and attempted to leave area but the cart indicated a fault; and would not move. While trying to resolve fault; the jet bridge started to move toward us. Because the doors zip closed on cart; escape was impossible. We then both tried yelling and waving to both ramp personal (one was marshaller); the jet bridge continued to impact the vehicle which was now tipping over 60 degrees (one side window facing the ground the other the sky). As the vehicle was pushed over; the angle iron from the baggage chute was tearing through the door. This angle iron and the rest of the baggage chute prevented the cart from falling over completely on its side. The angle iron was also pressing against [my] passengers' leg through [the] door. Before the aircraft was pushed; another person noticed the situation and notified the others to reposition the jet bridge; which up-righted the vehicle. This could have resulted in MAJOR INJURY to a FATALITY. Both occupants were not physically injured but were traumatized and shaken. The vehicle did finally move after incident. This is a refilling of a report not properly addressed and no resolution was given.Suggested Resolution: Need to ensure area is clear prior to moving [the] jet bridge. I believe marshaller view was partially obscured by both [the] jet bridge stairs and air unit. This is not an excuse it just means more vigilance is necessary.




Synopsis: A Maintenance Technician reported that a jet bridge impacted a maintenance vehicle tipping it over.