elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Takeoff / Launch; Landing
Airspace: Class G ZZZ
Second aircraft: Cirrus Aircraft Undifferentiated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Takeoff
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Very clear; minimal winds. AWOS (Automated Weather Observing System) - Calm winds. Monitoring [radio] all runways were being utilized. Calm wind preferred Runway is XX/XY. Cirrus eastbound called straight in landing Runway XX. Another aircraft (Aircraft Y) stated XY was being used. Cirrus changed to Runway XY. I entered pattern on 45 to left downwind Runway XY as #2 (Behind Cirrus). Cirrus was in sight. Aircraft Y was on the ground and stated he was at [Runway] XY but would wait for the landing Cirrus. Cirrus made all calls in pattern (Downwind; Base; Final and Short Final). I made my call around the pattern and Aircraft Y stated he would wait for me. On my short final; I think I heard '[Aircraft] taking off XZ'. I called out short final XY and landed just past the numbers with full flaps. Within 200 ft. of rolling; I saw what I believe was a C-172 accelerating in the South to North (Left to Right) direction. I depressed my brakes as hard as possible; maintained directional control; while deciding whether I should deviate to the left or right. The C-172 decelerated and turned into the grass between taxiway C and runway XY soon coming to a complete stop. Aircraft Y called out warning of event on radio. There was another plane awaiting takeoff behind Aircraft Y. Runway XY and Runway XA can't see each other on the ground. The 2 planes departed Runway XY at the request of the plane in the grass. He then taxied out of the grass. I reported the event to the Fixed Base Operator but they were unaware. The cirrus pilot was also unaware. When I hangered my plane I [noticed damage] on left main tire. After mechanic inspection; I had to replace both main tires.




Synopsis: BE36 Pilot reported a near collision with another aircraft during landing rollout.
Date: 201709
Local time of day: 0601-1200
Location: ZME.ARTCC, TN
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZME
ATC / advisory: Center ZME
Second aircraft: Small Transport
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Level @ 5;500 feet; 108kts GS; on frequency with Center. ATC notified of traffic 12 o'clock 5 miles E direction. I identified aircraft immediately at same altitude and reported traffic in sight. Noticed aircraft landing light and determined that aircraft was turning north in my direction. ATC advised she had no contact with aircraft and noted that distance was closing. I disengaged AP and began immediate descent and turn to south southwest. Aircraft passed approx. 250' overhead. ATC confirmed that I was okay and I responded that evasive action was necessary to avoid a mid-air collision. ATC voiced concern and [said] that shouldn't have happened. Within 2 minutes the aircraft reported on frequency; ATC responded with a question 'had the pilot seen me?' Pilot responded that she had but it was okay because we had missed each other. I feel that was not an acceptable response by the pilot. ATC apologized for the incident. I'm reporting this because there may be something that can be done to avoid an incident such as this. I believe the problem was that pilot of [the other aircraft] was not on ATC frequency so as to avoid other traffic and pilot was very 'nonchalant' about the incident.




Synopsis: C177 pilot reported a NMAC with a turboprop aircraft in the vicinity of THA airport.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Our flight was cleared for takeoff. I was pilot flying; FO was pilot monitoring. The event started between 1;500 feet and 2;000 feet; I believe; but I was focused on relative altitude not absolute altitude. After aircraft cleanup; there was a popup TCAS traffic alert for a target at 12 o'clock; 2 miles or less; no altitude reported. Lowest reported cloud layer was scattered at 2;700 feet. Believing that any unreported traffic would likely be below us; I pulled nose up to maintain or slightly decrease airspeed and gain more altitude. Almost immediately after this an altitude report of '00' appeared on the target and an RA for pull up occurred. Simultaneously; the Departure Controller reported traffic; 12 o'clock; less than a mile. As we passed over the traffic; the greatest relative altitude report I saw was '01'. There was no visual contact probably due to our nose high attitude. The Departure Controller then asked if the Tower had informed us about the helicopter traffic to which we replied; 'negative'.


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


Synopsis: Air carrier flight crew reported experiencing a near miss shortly after takeoff.
Date: 201512
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Fog; Rain
Light: Night
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp; Vehicle Driver; Technician
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Aircraft; Ground Event / Encounter Vehicle
Detector: Person Ground Personnel; Person Maintenance
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Airport; Environment - Non Weather Related; Weather; Human Factors
Primary problem: Airport

Narrative: To start off with it was a very dark and rainy night and visibility was very poor. The maintenance truck that I was driving doesn't have very bright head lights or proper sized windshield wipers. When the planes are pushed back from this gate they are pushed onto the road which is a 'T' intersection that has two stops and one way without a stop. I was traveling on this road which does not have a STOP sign across taxi way to the T intersection where the aircraft was struck. It has been only a little over a month since this intersection was installed and there have already been three vehicle accidents that I have seen at this location. This intersection isn't in a very good location.As I was coming across the taxi way I did not see the aircraft being pushed back from the gate due to visibility issues. Also the Wing walkers were more towards the front of the wing of the aircraft and not towards the road which is normal procedure and were not visible to me. I also never saw the wands being held up to indicate the aircraft was being pushed back. The next thing I knew the aircraft was in front of me and although I attempted to swerve to miss it the truck struck the tail end of the aircraft.This accident happened due to poor visibility/weather; gate location; new three way intersection directly behind the gate.Airplane was debarked. Airport OPS did investigation and airplane was ferried out for repairs.I suggest that they change intersection behind gate; possible third stop sign from the direction I was traveling or redirect intersection from behind the gate. Also the work vehicle needs brighter headlights and proper size/working windshield wipers to aid visibility. Also proper wing walker positioning.




Synopsis: An aircraft was pushing back from a gate when; due to poor visibility; a mechanic struck the tail of the aircraft while driving a maintenance vehicle.
Date: 202008
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: CSR approached me during boarding and informed me that first class was booked to XX passengers so she was going to have to give out one of the blocked seats; either X2 or X5. I told her it was my understanding that X2 is blocked for my personal social distancing and that X5 is blocked for FA #4 or a cabin jumpseater. Therefore; so long as there wasn't anyone jumpseating and we didn't have the 4th Flight Attendant that X5 would be the wiser choice. She then assigned X5 to a passenger. I was then told inflight by one of the deadheading flight attendants that because it is blocked for jumpseat purposes; it violates an FAR to allow somebody to sit there.




Synopsis: Flight Attendant reported a blocked jumpseat was subsequently used possibly violating FAR rules.
Date: 201707
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electronic Flt Bag (EFB)
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: After a GPS failure and while trying to find VOR frequencies on Flight Deck Pro and proceeding to our flight planned route using VHF navigation the aircraft leveled off at 8;000 feet the aircraft accelerated beyond 250 KIAS while below 10;000 feet. Upon seeing the speed above the speed limit I reduced thrust and returned to 250 KIAS and proceeded with the flight. This was the first time both the first officer and I had to find VOR frequencies using flight deck pro while in flight. We both did not remember you had to touch the NAVAID to pull up the frequency. At a time when we found ourselves behind the aircraft because of a system failure during a high workload period; needing to figure out how to find a frequency put us further behind the aircraft and was a contributing factor in the excessive speed. Continued training on Jeppesen Flight Deck to remind us how to intuitively find information within the application we don't routinely use might be helpful.




Synopsis: CRJ-200 Captain experienced a GPS failure climbing to 8;000 feet and neither crew member could remember how to bring up a VOR frequency in Flight Deck Pro. During the level off 250 knots was exceeded.
Date: 201206
Local time of day: 0001-0600
Location: MCO.Airport, FL
Weather elements / visibility: Rain
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B MCO
ATC / advisory: TRACON F11
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter Fuel Issue
Detector: Person Air Traffic Control
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Procedure; Human Factors; Aircraft
Primary problem: Weather

Narrative: Heavy to extreme precipitation approaching MCO from the west; the first B737 was on final for Runway 35R with a second 7-8 miles in trail. Prearranged coordination with the Tower was in the event of a missed approach they would be issued 2;000; eastbound. The first B737 went around due to being to fast; he first made contact I said 'Climb and maintain 3;000; say your intentions?' He stated he was low on fuel and wanted to try again but if he did he needed to go right back around. I knew his company was behind him so I climbed the first B737 to 3;000 to protect for the second B737 in case he decided to go missed as well. In the mean time the second B737 decided to come out because company did; final was working the second B737 not sure what heading was assigned but he was climbed to 4;000 turning southeast bound. Final descended the second B737 to 1;600 and continued to a southbound heading. Separation was lost. Don't try and cram airplanes into an airport when extreme weather is imminent; stop arrivals before these problems arise.




Synopsis: F11 Controller described a go around event when traffic on final executed the procedure during heavy precipitation; the reporter indicating that efforts to land too many aircraft; given the weather; contributed to the event.
Date: 201202
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Ice/Rain Protection System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: Aircraft was assigned 6;000 FT when on IFR flight plan. Aircraft encountered trace ice (which was not in forecast as per flight briefing) in IMC conditions and pilot turned on pitot heat. Shortly thereafter; pilot lost primary guidance system (attitude indicator; HSI; airspeed indicator; electronic altimeter and VSI) and autopilot malfunctioned. Pilot reported loss of instruments to Center. Plane began descent when instruments lost and autopilot malfunctioned. Pilot then began navigation using secondary instruments. Pilot lost about 600 FT while transitioning to secondary instruments. Pilot then climbed back to assigned altitude Center very helpful during incident.

Callback: The pilot stated that he simply forgot to turn the pitot heat on until after he was IMC. By then the moisture had accumulated in the pitot tube and had become frozen enough that it was apparently solid and so would take time to thaw and exit the aft pitot tube. In the mean time he was flying on his ASPEN PFD system which should have warned him about the pitot tube status but he does not remember seeing it and so the ASPEN lost input also. His standby altitude did indicate accurately but he did not know if he could trust it until after verifying with ATC that in fact he was at 5;400 FT which coincided with that instrument. The ASPEN did indicate a right descending turn but again the Reporter was not certain it should be trusted. The HSI shut down when it sensed a discrepancy between inputs develop.



Synopsis: A BE35 lost primary guidance systems (attitude; HSI; airspeed; altimeter; VSI) in flight during unforecast icing conditions on and IFR flight plan. His backup ASPEN PFD did provide partial information.
Date: 201901
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Established on the RNAV 10L approach. On speed on altitude for crossing. At/over XATTU final approach fix at 1800 ft received GPWS TERRAIN WARNING. Disconnected autopilot and corrected as in day VMC conditions. Landed uneventfully.




Synopsis: A319 Captain reported receiving a GPWS terrain warning on approach to SFO.
Date: 201302
Local time of day: 0001-0600
Location: P50.TRACON, AZ
Aircraft: Stratolifter (C-135 / 717)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class E P50
ATC / advisory: TRACON P50
Second aircraft: PC-12
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: This is a 2-part report; the first pertains to STARS (FUSED mode) and the second to the aircraft listed: First; ZAB had pre-coordinated a KC-135 returning to PHX with no transponder. When the KC-135 was 60 NM or so from PHX; I observed the Data Block and it was flashing 'NATS'; no primary or altitude. This condition was expected. However; when I switched modes between the Phoenix LRR and the other ASR RADAR; there was no primary target depicted except on the PHX LRR (and the primary was extremely small). We (the FLM and other CPC working next to me) discussed what we recalled from the FUSION Computer Based Instruction (CBI) and concluded we would see a diamond shaped position symbol; but weren't sure if we were supposed to see the blue 'FUSED' target. The ARTCC called with the manual hand off and said they would call again as the aircraft approached HOMRR (and would be level at 12;000). I tried to 'hand off ok' the Data Block and it went to my coast list. I was able to start the track manually; at which time we noticed the blue FUSED target was displayed. I put the reported Mode C into the Data Block. The Data Block also displayed 'ISR' intermittently; not sure if that was supposed to. Secondly; it took a longer than anticipated amount of time to get the Data Block squared away. While I was accomplishing this; the Navajo Sector had a PC12 VFR climbing across the path of the KC-135. He asked what the KC-135's altitude was and I responded 12;000 (while updating the Data Block with the non Mode C entry). I turned the KC135 away from the PC12; maintaining target resolution and Navajo Sector stopped the PC12 below. I went back to review the FUSION CBI. I could only find one slide that referenced a non-Mode C target. Recommend a refresher briefing that includes not only what to expect from FUSION re: primary only targets; but also STARS entries for 'reported altitude'.




Synopsis: P50 Controller described a confused FUSED RADAR event when the functionality of the FUSED program/equipment was less than clear.
Date: 201910
Local time of day: 0601-1200
Location: DFW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: First Aid Equipment; with Medical Kit & Defibrillator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Time Pressure; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Logbook Entry; Procedure; Company Policy
Primary problem: Procedure

Narrative: Aircraft had an issue with a piece of required emergency equipment - [the] first aid kit. The crew was told to void the write up by the [Company] Tower to avoid Maintenance from going to the aircraft. The item was voided by the crew as instructed by the Tower. I had talked to the crew after the fact and they thought they were talking to Aircraft Maintenance but to their surprise they were not. This also happened on another aircraft; where we found the [Company] Local Tower was giving maintenance advice and telling the crew either not to report it or delete it as if it doesn't exist.




Synopsis: Technician reported Dispatch directing flight crew to void a logbook entry to keep maintenance from addressing issues to keep the departure on time.
Date: 201810
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was given clearance to push the aircraft tail east. I was not advised of any traffic that I need to give way to. I began pushing the aircraft and had to slam on the brakes because an [aircraft] turned on the taxiway directly behind our moving aircraft. I asked the Captain if ramp control had advised him of any traffic that we were supposed to hold for and he replied no.




Synopsis: Tug driver reported pushing aircraft into the ramp and had to slam on brakes due to aircraft incursion.