elihoole/asrs-aviation-reports huggingface dataset:
Date: 201412
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Monitoring UNICOM returning to base after short local flight; entered left downwind RWY 09; noted windsock to indicate easterly wind. Completed base and turn to final with appropriate radio calls; no other traffic on frequency or seen in pattern. After establishing short final noted an ultralight on the south side of the runway; flying to the north on a crosswind leg. Continued my approach to landing. During transition from descent to flare; I noted ultralight in the center of my windshield apparently making a downwind landing vs. low pass. It was flying over the runway. I continued flare; completed 3 point landing and initiated right hand turn to avoid potential collision. Brakes were used in the turn and the plane rolled over. There were no communications on common frequency from the ultralight. After exiting my aircraft; I observed the ultra-light in flight to enter a left downwind for RWY 27.




Synopsis: J3 Cub pilot reports a conflict with an ultralight during landing at an uncontrolled airport. The ultralight was sighted on what was thought to be a crosswind but turned out to be a base turn. The approach is continued to landing and evasive action is taken as the ultralight appears to be landing opposite direction causing a rollover.
Date: 201905
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Fume event.




Synopsis: A319 First Officer reported fume event during flight.
Date: 201901
Local time of day: 1801-2400
Location: ABQ.Airport, NM
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ABQ
ATC / advisory: TRACON ABQ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC Overrode Automation; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: On the STAR [COLTR 3] into ABQ; we were cleared for an RNP Z (Required Navigation Performance) approach to Runway 3. FAA has the last fix on the STAR as the IF on the approach. By selecting the wrong fix in the FMC; it deletes the RF (radius to fix) leg and sends you to Final Approach fix. FAA needs to change IF to different name than last fix on STAR. Making sure Crews select correct TNTOE to add in RF leg.




Synopsis: B737 First Officer reported the FMC did not comply with the published procedure when selecting the IF for the approach.
Date: 201504
Local time of day: 0601-1200
Location: SFO.Airport, CA
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Other Push-back
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other push back
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After pushback from [the] gate; tug driver asked me to set brakes. I did. He then told me the towbar was disconnected. I told him to disconnect. Within seconds of the towbar disconnecting from the aircraft while basically still directly under the nose of the aircraft and in front of the nose landing gear; the marshaller gave me the 'all clear' free to taxi signal--EVEN THOUGH THE TUG HADN'T MOVED!I have written this up time after time and it seems to be getting worse and not better. Someone is going to get killed if SOP is not followed!




Synopsis: B777 Captain reported the tug driver deviated from SOPs and gave the all clear signal with the tug still under the nose of the aircraft.
Date: 202201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Safety Analyst
Human factors: Training / Qualification; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Other Person
When detected: Aircraft In Service At Gate
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cargo shipment containing UN3316 not registered on flight and no NOTOC issued - cargo loaded on Aircraft X.




Synopsis: Air Carrier Safety Analyst at arrival airport reported undeclared Hazmat transported and no NOTAOC issued at departure airport.
Date: 202106
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: Yankee AA1
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Aircraft component: Normal Brake System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; 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
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Human Factors

Narrative: I was coming back to my home airport after a fuel stop; there was weather coming in and I was trying to land before the storm got to the airport. I entered pattern at a 45 degree entrance to the downwind of Runway XX and flew the rest of the pattern. On short final; I was at landing speed of 90MPH. I landed long on the runway and tapped the brakes on landing which entered my aircraft into a porpoise. Being too far down the runway; I knew I could not pull out of it and needed to keep the airplane on the ground. I pulled the power to keep it down and the prop struck the ground which then collapsed the nose gear and brought me to a stop. Analyzing the situation; the first mistake I made was trying to beat the storm. This was the root to everything that happened. Next; I was coming down too fast and landed too long. I also tapped the brakes; which commenced the porpoise. If I was put into this situation again; I would have diverted to another close airport and waited for the storm to pass. What I have learned from this is to never try to beat a storm; along with don't rush to get down and go around when you need to go around. I am very lucky to have walked away from this situation and it will forever be an experience to learn from and never repeat.




Synopsis: Pilot reported tapping the brakes during landing; causing a porpoise and subsequent propeller strike and nose gear collapse.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Rangemaster (Navion)
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Inflight Shutdown
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During a VFR arrival the engine failed to power up following a quick descent from 11;500. Engine successfully restarted and subsequent landing uneventful. Engine was run-up on the ramp and magnetos checked before shutdown. All normal. Engine fully inspected and idle adjusted from 550 RPM to 850 RPM by licensed mechanic.Pilot probably lost 2 to 3 seconds in both surprise and recognition when advancing the throttle on final approach. Pilot turned towards flatter terrain and declared a 'Mayday' with Tower. A Fuel; Mixture; Switches (F-M-S) check and restart followed. Tower notified and later thanked by telephone for simply acknowledging the Mayday call and not distracting the situation.




Synopsis: After a quick decent from 11;500 ft. in a Navion Rangemaster; the engine failed to power up. The engine restarted successfully after performing a Fuel; Mixture; Switches check.
Date: 201704
Local time of day: 1201-1800
Location: MDW.Airport, IL
Flight conditions: IMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MDW
ATC / advisory: TRACON C90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While being vectored for the ILS Approach 4R from the east we were issued a heading of 270 (configuration was flaps 5; 170 knots and 4000'). On that vector it became apparent as we approached the final approach course that ATC had lost track of us and that we needed a turn to the southwest as other proceeding aircraft had been given or we were going to converge with the other aircraft already on and cleared for the approach. Due to traffic and radio saturation we were unable to communicate with ATC and query them about the impending traffic conflict.As we approached the final approach course somewhere around the CADON fix point we received a TCAS Traffic Alert for the aircraft on the approach at our altitude and it became apparent that we would converge into that aircraft if we did not take some action so we started a turn to the southwest. About that same time a new voice came on the radio with instructions to turn left; followed by fly heading 310. As we turned back toward a 310 heading we received a Climb RA at which time we executed the RA maneuver notified ATC and climbed up to 4800' and received the clear of conflict. We were then vectored for the approach and subsequent landing.It appeared the Controller became overwhelmed or was in training (new voice-maybe Supervisor took over). I don't know what kind of safeguards or training they have in place to prevent such events. I believe our situational awareness was high as we were well aware of the events unfolding and prepared to take the appropriate action.


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


Synopsis: Air Carrier flight crew reported climbing in response to an RA on approach to MDW. Crew cited frequency congestion and possible ATC Controller training as contributing factor.
Date: 201407
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Other Departure / Pushback
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Person / Animal / Bird
Detector: Person Observer
When detected: Other Pushback
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Prior to pushback the driver was notified that after push he was to pull forward one gate to clear space for incoming aircraft. The driver never informed either wingwalker that he was going to do this. This nearly caused both wingwalkers to be injured. While towing [forward] both wingwalkers had to run away from the aircraft so neither was run over. After the plane was gone I voiced my concerns with all involved.




Synopsis: When advised to tow the airplane forward one full gate for inbound traffic after pushing it back; the tug driver failed to advise the wing walkers who had to sprint to avoid the aircraft's unexpected course reversal.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: PA-34-200 Seneca I
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor; Check Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Flight Engineer
Human factors: Training / Qualification
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: On departure leg with a private pilot applicant. The applicant cleared to the left to begin his crosswind leg at 700 MSL. Initially it was clear and the student began his turn. The left pilot window immediately filled up with a Piper Seneca. The student froze for an instant and I took control of the aircraft and made an aggressive right turn to avoid a collision. I estimate a lateral clearance of 100 feet and vertical of 50-100 feet.We landed uneventfully as did the Seneca.I went to the Seneca after landing and requested and explanation from the instructor. Instructor was very confrontational and indicated having to go left rather than right on the go-around because of helicopters. Instructor never acknowledged seeing us although climbing from underneath and behind it is hard to believe we were not in sight. Neither my student nor I saw any airborne helicopters. There was nothing accomplished during our discussion and I departed the scene.




Synopsis: C172 Flight Examiner reported an NMAC in the pattern of non-towered airport.
Date: 201310
Local time of day: 1801-2400
Location: A80.TRACON, GA
Aircraft: MD-90 Series (DC-9-90) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZTL; TRACON A80
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was training on DR-S position; and within a few minutes we received a call from ZTL; South Departure with a point out descending to 12;000 from the northeast of our airspace splitting it down the middle. My trainee answered 'Beacon Code ?-?-?-?; Point Out Approved Descending to 12.' That aircraft was at FL180 and had not begun descending. Shortly after that my trainee climbed a PNUTT departure to 140 and switched him immediately to the Center. When he switched the aircraft our 'point out' plane had not left FL180 but shortly after he left and began descending. We were discussing how him climbing his PNUTT ties the hands of Center and switching him was NOT ensuring separation. Shortly after the Center called up and asked if 'we were OK' with the PNUTT and the POINT OUT. My trainee said I switched him and he's your control. The Center Controller climbed the low guy and descended the high guy and they passed only 2 miles apart before diverging. We have common 'technique' working departure in situations similar to this scenario where you either specify the traffic the Center Controller needs to not descend through; or you hang on to your PNUTT departure and step him up reference the descent of the POINT OUT airplane. Neither of these were accomplished and although we did not 'ensure separation' we knew that the Center was aware of the mistake and they were talking to both airplanes and chose to climb/descend the wrong aircraft in order to remedy the situation. A vector would have saved everyone some grief and I should have been less trusting of the Centers 90 second control decisions and over-keyed my trainee. He was close to certifying and the window of 'allowing them to make mistakes' versus leaving time to fix those mistakes is small. I chose poorly. I would have reacted sooner but when the Center was given control the last thing I thought they would do was descend through traffic that they were talking to; seems although accurate; silly to say; 'Traffic; the plane you just took RADAR on; etc'.




Synopsis: A80 Controller described a loss of separation event by the ZTL Controller when he/she allowed a climbing and descending aircraft to pass within two miles; the reporter indicating training intervention should have been initiated.
Date: 201408
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Helicopter Gearbox and Drive
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Distraction; Confusion; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Approximately eight minutes into repositioning flight in cruise flight at 2;500 feet I noticed a caution light and saw SUMP chip light. I turned immediately and descended to 1;000 feet AGL to return to our takeoff point; which was about six minutes away. I observed all other instruments and all engine and transmission temperature and pressure limits were normal.  I elected to return to the departure airport where maintenance could be done rather than an open field thinking that would be safe and maintenance could be done there. I did not realize that it was a 'land as soon as possible' and should have landed earlier. I did not realize the chip type until I scrolled the IIDS page to realize it was a transmission chip. I was trying to return to the airport ASAP and was concerned about traffic and getting the aircraft down at the airport and should have pulled out the emergency procedures section of the RFM but failed to do so due to piloting the aircraft. By the time I realized it was a land as soon as possible--I was two minutes from landing straight in and elected to continue.I should have pulled out the Emergency Procedures Checklist earlier and had a better grasp on chip light procedures than I did. I should have refreshed myself more on emergency procedures rather than assuming I knew the proper action.




Synopsis: A BHT-430 SUMP PUMP chip light illuminated about six minutes after takeoff. The pilot decided to return to the departure airport because he forgot until near landing that this was a LAND ASAP emergency.