elihoole/asrs-aviation-reports huggingface dataset:
Date: 201311
Local time of day: 1201-1800
Location: ARR.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
ATC / advisory: Tower ARR
Second aircraft: Piper Single Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was VFR approaching ARR for landing. I had been cruising at 3;500 FT MSL approaching ARR from the NNW. While descending and making the initial call to Tower with position and request for landing; I saw another aircraft just below and left of my position. I was headed 160 in the descent passing 2;600 or 2;700 FT MSL and the other aircraft was headed west and appeared to be at 2;500 FT MSL; a common VFR altitude below the Chicago Class B airspace. I saw the aircraft just forward of the leading edge of my left wing and suspect my low wing had blocked the line of sight prior to the late sighting. I reacted by stopping the descent momentarily. The event lasted less than five seconds. The other aircraft was a low wing single engine fixed gear aircraft with blue and gray colors. It may have been some model of Piper. I was transmitting to the Tower during the event. The Tower had other traffic on its radar including another aircraft 3-4 miles ahead of me approaching for landing. The Tower made several other traffic advisories; but did not mention the aircraft involved in this incident.




Synopsis: As he was descending toward his airport of intended landing a BE33 pilot experienced an NMAC with a same direction low wing single.
Date: 201707
Local time of day: 1801-2400
Location: BFF.Airport, NE
Flight conditions: VMC
Light: Dusk
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: CTAF BFF
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: Due to weather we diverted to BFF which was the alternate as listed on our flight plan. We had several problems with BFF. We were the 6th aircraft on the ground to divert there at the time. BFF is an uncontrolled airport. This is the biggest problem for aircraft diverting. The aircraft on approach cannot land until the aircraft on the ground call in. This causes big delays in the air and for diverting aircraft with low fuel that's not good. BFF has no gates. And there was no option to allow passengers to get off the plane for delays. It took 2 hrs to get gas. It could have taken a lot longer. Unicom was the only source of communications. There was only one person answering the radio which was not very often. Very bad communications there. ACARS has no reception at BFF. This adds another layer of problems and delays to get information; get a flight plan; weights; etc. With no ACARS and since no door opened; VNAV did not work properly on descent to ZZZ1. And we kept getting error messages while airborne asking us to open a door to reset the system. I do not believe BFF should be used as a regular alternate airport. If anything else this can cause large fines due to ground delays without egress options. When we finally got to destination we arrived at gate and waited 53 minutes with the parking brake set. Here are the times of this flight:ZZZ-BFFOUT XA:01OFF XA:20ON XD:41 IN XE:01 (parked at remote spot)FUEL 7300 lbsBFF-ZZZ1OUT XG:12OFF XG:22ON XH:02IN XI:14FOB 11000 lbs (Estimated)Also; do the math. The passengers were on the plane for well over 7 hrs when we arrived at the gate. They then had to wait another 53 min to get off. I called Operations several times. This is embarrassing.




Synopsis: Air carrier Captain reported questioning the wisdom of using BFF as an alternate with no tower; no gates; one frequency for CTAF and UNICOM; and no ACARS reception.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Troubleshooting; Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon approach to ZZZ; landing gear indicator light was not displaying. Notified the tower to do a fly by and asked tower for verification of gear down. Tower notified me that gear was down. Proceeded to and land and gear collapsed.




Synopsis: Piper 28R Single Pilot reported gear collapse on landing after a Tower visual check low pass.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Duchess 76
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Propeller Pitch Change Mechanism
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While conducting a full engine shut down procedure during a training flight in a BE-76; I declared an emergency following an unsuccessful attempt to unfeather the propeller on my left engine. At the time of the attempt to unfeather the propeller; we were approximately five miles south/south east from an airport at an altitude of approximately 5;500 FT.My student followed the checklist for the air start procedure. When he rapidly pushed the propeller pitch lever to the full forward position; there was no movement of the propeller. The propeller remained in the full feather position. We attempted a second time but still nothing happened. I noticed that there appeared to be a liquid streak along the inside of the feathered propeller blade. While I had seen this before; this appeared to be more than normal.Additionally; I had previously started a partially-feathered engine using the electric starter and was concerned that a completely feathered propeller might produce excessive vibration which could be detrimental to the aircraft. I then decided that the safest course of action was to land immediately; and declared an emergency in accordance with previous company instructions. We returned to land without further incident.




Synopsis: Duchess 76 Instructor conducting an intentional engine shut down during training when the propeller failed to un-feather. Pilot declared an emergency and landed immediately.
Date: 201202
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
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: Hydraulic System Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At top of descent the left engine hydraulic pump light came ON. Accomplished the checklist. Then noticed left system hydraulic fluid decreasing so turned OFF left electric pump to save fluid. Declared an emergency at that time. Reviewed alternate flaps and gear extension checklists. Landing flaps and gear extension normal with electric pump. Lost nose steering after exiting runway; towed to gate.




Synopsis: A B757 left engine hydraulic pump low pressure light illuminated so the pump was turned OFF and because the fluid continued decreasing the electric pump was also turned off to conserve fluid for gear and flap extension. An emergency was declared.
Date: 201401
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Other Maintenance checkout
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Weather; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was checking out aircraft after an extensive annual. The aircraft was located in a T Hangar. I did a thorough preflight inside hangar. After preflight I had to use a power tow bar to pull aircraft out of hangar due to snow and ice. This particular tow bar is not the one I usually use. The one I usually use is battery powered and thus I usually pull out aircraft and immediately remove. The tow bar I used on this day required it to be plugged in with an extension cord to supply power. After pulling aircraft out of hangar I disconnected the extension cord and proceeded to wrap up cord and put a way in hangar. I then closed hangar door. I then climbed in aircraft and started up engines not realizing I forgot to remove the tow bar connected to the front landing gear. Unfortunately; I took off with the tow bar attached. Upon retracting gear nose gear was damage and I returned to the airport with a broken nose wheel. I landed the aircraft with the broken nose wheel which resulted in damage to the propellers and gear door damage. There were no injuries.




Synopsis: BE58 pilot reports using an electric tow bar to move his aircraft from the hangar due to snow and ice on the ramp; but forgets to disconnect it after putting the power cord away. This omission is not detected until the gear is retracted after takeoff.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: IAI1124/1124A Westwind
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
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
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X Departed ZZZ and was headed southbound on the D-Track when he request an airport where he could land VFR as he was having elevator control problems. At first I suggested him a direction and range at which point he accepted and headed that way requesting radar vectors. I asked at this point if he [was requesting assistance] at which point he said and that he was unable to maintain altitude. My D-side and I decided at this point it may be better to offer him ZZZ2. The Pilot then asked the runway length and accepted. I descended him to 8000MSL. I confirmed he could accept and IFR as there was OVC070 at ZZZ2 then vectored the pilot down leg and descended to 3000MSL when able I vectored him on the ILS and he confirming established on the ILS 11.5 miles southwest of runway 4 then cleared him for ILS approach. The pilot landed safely with a damaged tire.




Synopsis: Chicago Center Controller reported an aircraft was having mechanical problems; wanted to go to an alternate. Aircraft landed at intended airport with a damaged tire.
Date: 201504
Local time of day: 1201-1800
Location: VNY.Tower, CA
Light: Daylight
Aircraft: Helicopter
Flight plan: VFR
Flight phase: Final Approach
Airspace: Class D VNY
ATC / advisory: Tower VNY
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft X was on short final to land on B at B1. The pilot was advised of Aircraft Y on short final to land Runway 16L. The Aircraft X sad he was offsetting slightly to the East to make more room for Aircraft Y. Once Aircraft Y was abeam Aircraft X it began to roll hard right and then hard left as I assume the pilot was trying to correct and regain control of the aircraft. Aircraft Y landed without incident. Aircraft X ended up going around and landed safely without incident on the next time around. The loss of control appears to have been caused by wake turbulence generated by the rotor wash. Issue a caution wake turbulence to all aircraft on final to 16L with a helicopter on short final to B1. Delay clearing a helicopter to land B1 if traffic is on short final to 16L.




Synopsis: VNY Controller reports of observing an aircraft roll right and left; then regain control. Controller states it was possibly due to rotor wash from a helicopter.
Date: 201911
Local time of day: 1801-2400
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground IAH
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On taxi out; Ramp told us to do a 180 and go to Spot X. After the turn; Ramp told us to follow Aircraft Y to 15L and monitor Metering. So we did until Aircraft Y continued past 15L. So we stopped and contacted Metering; who switched us to Ground who gave us further taxi instructions and a phone number to call after landing. Upon completion of the flight I called the number and the Controller said they have been having repeated events of flights taxing out without clearance and asked us what happened. I repeated the above. He thanked me and advised that there were no conflicts.




Synopsis: Air carrier Captain reported a possible taxi deviation.
Date: 201905
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other In Maintenance
Result: General Maintenance Action
Contributing factors: Human Factors; Manuals; Procedure
Primary problem: Human Factors

Narrative: Replacing left wing FWD & AFT fuel boost pump. That work was assigned to me. As we got our assignment we did print AMM (Aircraft maintenance Manual) ref IPC (Reference Illustrated Parts Catalog) and followed AMM step by step to remove the fuel boost pump. I removed the Left FWD boost pump and notice index pin for cam lock was bent; though I have to use an aluminum pipe to turn the pump to unlock it was just for leverage did not take much force to turn. Then [we] removed left aft pump using same pipe. We found index pin bent on that pump too. I checked the cam and was looking good holding the sleeve down. We called our inspector and he verified new pump part number according to IPC and inspected the housing sleeves. Gave me OK to install. Then I picked up the pump slide the pump in AFT housing sleeve and was trying to align index pin without any force less than minute Fuel started to coming out of housing. The force of fuel was high; that it threw the boost pump out of my hand and dropped down on floor but I managed to stay stable on the ladder. I went down quickly picked up the pump and tried to force it in to stop the fuel flow. I notice the AFT sleeve was unlocked and went inside the tank. Our supervisor climbed up the ladder to help me push the pump in and pull the sleeve down to stop the fuel flow but could not succeed the force of fuel flow was high. We tried more than 20 minute; I was soaked with fuel my eyes were burning; hands were tired and it was physically impossible for me to try further. Then I was escorted out of hangar and taken to hospital.




Synopsis: B767-300 Maintenance Technician removed fuel boost pump with fuel still in tank causing fuel spill.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Communication Breakdown; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Weather
Primary problem: Company Policy

Narrative: I was awarded overtime due to ZZZ IROPS (Irregular Operations) and WX (weather) conditions. I was assigned an additional desk to reduce workload on other desk in the office. After reviewing my workload I noticed the company assigned me 19 ZZZ in/outbound flights including some flights routed to stations with curfew restrictions. The ZZZ weather forecast had VCTS (Thunderstorms in the Vicinity) for the entire duration of my assigned shift. I made Company Management aware of the situation to off load some of my ZZZ flights to ensure a safe and efficient flight planning and following task I was hired to do. No actions were taken by the company to reduce my workload. I was not able to properly flight follow and ensure the safety of my assigned flights account ZZZ weather situation. Do not overload additional weather relief desk with problem city pairs on IROP WX conditions and daily operations in general. Open more weather relief desk during IROPS special events.




Synopsis: Dispatcher reported that weather and excessive workload hindered their ability to follow flights.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Rain; 50
Light: Daylight
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Squat Switch
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private

Narrative: While cruising at FL250; the aircraft experienced a total cabin pressurization loss. I immediately attempted to define the problem; what happened; and consider any available solution. I immediately attempted to place my face mask into operation. I was having an issue with turning on the O2 supply and decided to start an autopilot descent. I thought that if I encountered a loss of consciousness; the aircraft would level at a safe altitude; the aircraft would still be in control until I regained consciousness. After checking to make sure there was no damage and that the plane was safe to operate. I proceeded to review the emergency checklist for the problem. I reset the system numerous times but to no avail. I attempted to contact ATC but forgot to change over the mike switch from boom to mask. As soon as I had gotten O2 flow; I then proceed to change the mask mic over to mask. I contacted ATC to let them know of my situation and they cleared me to 11;000 feet. The Controller indicated that the Supervisor had cleared the way for me and they were most helpful. Once everything returned to normal; pressurization was restored and I was cleared to higher altitudes. My final was FL230. The rest of the flight was uneventful.After a thorough review of the events; I can say that I did not know how long the entire situation took to get my clearance to 11;000 feet. While I would anticipate 4-5 minutes before loss of consciousness; I completely lost track of the time of the event. My aircraft pressurization system was recently checked; door gasket replaced and passed a thorough check out and pressurization test. This situation occurred because I believe that the main squat switch on the left main gear had gotten moisture in it and after some time at FL250; it froze and therefore shorted out. This switch controls the outflow valve and once it thaws out; everything returns to normal.  This switch will be replaced as soon as possible. Regarding the interaction with ATC; I cannot say enough. They were professional; thoughtful; and assisted me in whatever I requested. They followed up to make sure everything was good to go. I have spoken to my flight instructor about the incident and he felt that it was handled in an acceptable manner. Unlike most accidents where there is a chain of events; this came out of nowhere and demanded immediate attention and resolution.




Synopsis: Piper 46 pilot reporter a total loss of cabin pressurization while at FL250. Pilot reported having issues with the O2 mask and elected for an autopilot descent to 11;000 feet and pressurization was restored.