elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Light Wind; 10
Light: Daylight
Aircraft: Aeronca Champion
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Procedure; Weather; Human Factors
Primary problem: Human Factors

Narrative: Completing touch and goes at home airport; I exited the Runway XX in a left turn Taxiway XX. Light variable winds changing direction slightly. Felt too much taxi speed turning onto exit. Wanting to slow down while in turn I braked too hard. Tail came up and prop strike flipping airplane upside down. I was solo and not injured. Correction = DO NOT APPLY BRAKES IN A TAIL WHEEL!!! Unless very; very LIGHT pressure.




Synopsis: Tailwheel aircraft pilot reported aggressive braking resulted in a loss of control during taxi.
Date: 201403
Local time of day: 0601-1200
Location: ZMA.ARTCC, FL
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZMA
ATC / advisory: Center ZME
Second aircraft: PC-12
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Aircraft; Airspace Structure
Primary problem: Airspace Structure

Narrative: We were level at 6;000 southbound; with a Pilatus northbound at 5;000 on TCAS; pointed out and verified verbally by Center. With the Pilatus in close proximity; we received a TCAS RA with the target showing +03 in right windscreen in layered IMC. The RA was there no more than about three seconds. It commanded a descent into the Pilatus so; while we hesitated to respond; it went away. We confirmed with Miami Center there were no other aircraft in our vicinity except for the Pilatus. The TCAS RA command would have had us descend into the Pilatus.




Synopsis: A B737NG; southbound at 6;000 FT received a brief TCAS RA from an opposite direction Pilatus at 5;000 FT. Before action could be taken the warning ceased.
Date: 201501
Local time of day: 0601-1200
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Other 141
Flight plan: None
Mission: Training
Flight phase: Final Approach
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Private; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on final approach to the runway; at approximately 300 feet AGL; a decision to go around was made. As the student advanced the throttle lever; the engine failed. Attempts to restart were unsuccessful and the aircraft landed short of the runway.




Synopsis: A Flight Instructor reports that his student experienced an engine failure on short final as the student is told to go around. When the throttle is pushed in the engine fails resulting in a landing short of the runway.
Date: 201407
Local time of day: 1201-1800
Location: CPK.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Other Instruction
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZDC
ATC / advisory: CTAF CPK
Second aircraft: Military Trainer
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Communication Breakdown; Distraction; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: I was flying a practice hold VFR with my student south of CPK airport. I knew of the traffic in the area. The traffic was military T-6's flying aerobatics in close proximity. As we turned away from their direction in the hold; I noticed our TIS inform us of traffic behind us 1;000 feet high. The next time the TIS updated the traffic was at our altitude and the traffic dot was hovering over our approximate location. I had no idea which direction to go since the traffic was behind and doing evasive maneuvers. I was not sure if the traffic was below or above; or if they had turned away by then. About 10 seconds later I looked back and noticed the T-6 in a hard right bank turning away from us. The traffic never alerted on UNICOM of their location or intentions like many other military aircraft have prior. I feel these maneuvers should be performed in a MOA or warning area specifically designed for these types or training missions.




Synopsis: An instructor pilot in holding near CPK reported an airborne conflict with a Military T-6 aerobatic formation as the flight maneuvered with no communications at a relatively low altitude.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke; Rain; 10
Light: Daylight
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
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: We were cleared for the GPS Approach by TRACON. The traffic alert was displayed on the Garmin G500 TXI and GTN 750 before the FAF. The alert indicated a yellow TA of -100 FT at 12 o' clock. I took immediate evasive action and turned right 30 degrees and arrested my descent on final approach. The conflict aircraft was under the left wing and below us. I believe that we would have collided with each other had I not taken evasive action. At that point I requested a go around for a fresh approach. In retrospect; the controller should have canceled our approach clearance well before the possible collision or at least could have issued a vector for collision avoidance with an immediate climb. As a further note; a 'senior' controller then took over and issued a clearance to an IAF for another attempt. He in effect relieved the younger sounding controller.




Synopsis: C310 pilot reported taking evasive action for a near mid-air collision on approach that was not resolved by ATC.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Climb
Airspace: Class G ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a training VFR cross country flight with a student we were climbing out of 4;500 to 5;500 FT; when the plane began to run extremely rough. I noticed that the EGT was reading 240 degree on the second cylinder. I knew at that point I lost a cylinder. I was receiving flight following from Approach; told them of the situation and I asked for the closest airport. I chose ZZZ as I was very familiar with it. I did not declare and emergency but they gave me priority. Landed without incident. I notified our repair shop and they flew out and concluded we had lost the #2 cylinder.




Synopsis: PA28 flight instructor experiences a rough running engine during a cross country training flight and diverts to the the nearest airport ATC assistance.
Date: 201701
Local time of day: 1201-1800
Location: MDW.Airport, IL
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower MDW
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: This report is to bring awareness to the company's Safety Alert at MDW regarding Taxiway Echo. As a rule during the preflight briefing; I mention the Safety Alert regarding Taxiway Echo when 31C is a possible runway assignment for takeoff. About 90 percent of Captains I fly with are not aware of the Safety Alert; and typically line up on E3 in larger aircraft without ATC approval. This results in the aircraft not clearing the landing zone of Runway 31R. I have witnessed; on several occasions; where light GA traffic is cleared to land 31R with an aircraft not cleared of the 31R hold short markings. In addition to our Company Safety Alerts; recommend that the Jeppesen 10-9 airfield diagram label the entire Taxiway E (E1; E2; E3) hold short area for 31C as a hotspot. The hotspot language should state 'Be aware of hold short markings for 31R between 31R and 31C. Unless directed by ATC; Aircrew must ensure the entire aircraft remain clear of the 31R approach zone.'




Synopsis: Air carrier First Officer reported a possible safety issue at Midway airport (MDW) involving the Taxiway Echo hold-short markings for runway 31C. He recommends that the airport diagram be modified to include a 'Hot Spot' at the 31C hold-short area.
Date: 201911
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Dusk
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Human-Machine Interface
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the Pilot Flying on the HYDRR1 arrival to 25L approach. Assigned a heading of 290 to intercept the final approach course at an altitude of 4;000 feet and cleared for the visual approach. Speed window open with 180 kts set; flaps 5; auto throttles engaged. From a 290 heading and my situational awareness; I saw that we were going to intercept glide slope well before the localizer in fact beyond SCADE. I started a LVL CHANGE descent to 3;000 feet. I retarded the throttles to idle to begin the descent. Pilot Monitoring (Captain) asked that I go altitude hold immediately to honor the Class B airspace below us. I complied and the altitude window settled at around 3;900 feet. I started to set up to reenter VNAV path when I noticed the airspeed bleeding through 160 kts at the same time the Captain called airspeed. I immediately advanced the throttles to almost the stops and disengaged the autopilot. Airspeed I believe bottomed out around 155 kts and then quickly recovered to 175 kts with no altitude loss. From there it was a routine if tense approach and landing.




Synopsis: B737 NG First Officer reported getting low and slow on approach to PHX due to automation dependency.
Date: 201505
Local time of day: 1801-2400
Location: IAH.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Windshear; Turbulence; Thunderstorm
Light: Night
Aircraft: Medium 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 IAH
ATC / advisory: Tower IAH
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Distraction; Time Pressure
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed As Precaution; Flight Crew Became Reoriented
Contributing factors: Weather; Procedure
Primary problem: Weather

Narrative: Inside final approach fix encountered windshear caution. Fully configured plus 20 minus 10 knots. Event lasted maybe 10 seconds. Inside of 1;000 feet AGL aircraft popped well above glide path and high speed aural warning. Radar painting severe weather at opposite side of airport with the windshear caution cleared decided to aggressively control aircraft in the visual conditions to the runway causing a pull up from GPWS. I had full visual of the runway at all times and determined that the safest plan of action was to get the aircraft on the ground. The severity of the line of weather ahead would in my quick judgment have been extremely more hazardous than the unstable approach. I commend my non pilot flying for his great monitoring of airspeed and his help in this situation. I believe one aircraft made it in after us but I do not know the conditions they experienced on the ride in.I feel that this experience will have me going to an alternate before this happens again. We had aircraft making it in before us I felt the decision I made at the time was the correct one. I think we all need to be more active in weather avoidance such as continuous updates from dispatch during a flight into degrading conditions. I know it costs money but having Nexrad installed on all aircraft would give us all the 'big picture' not just a 90 degree sweep of weather that is affected by ground clutter at such low altitudes.


Second narrative: I believe we took the right plan of action in all aspects; we were passed the final approach; fully configured. Knowing that we had over-speeded the flap we decided to continue to land; knowing that if we had to commence a go around we would have encountered wind shear as well as micro burst in a turn. Given the circumstances we were in; I believe both The Captain I made the right decision.


Synopsis: An air carrier crew on approach to IAH received an EGPWS WINDSHEAR alert with a 15-20kt speed increase and a flap overspeed. The approach was continued; even though unstabilized; because severe weather was visible at the other end of runway.
Date: 202104
Local time of day: 1801-2400
Location: MJX.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZNY
ATC / advisory: TRACON WRI
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Distraction
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My instructor and I were working on simulated instrument approaches. I was to shoot the VOR 24 into MJX and then circle to land on Runway 14. I briefed the plate in the plane while under foggles. As we approached the airport I descended to the published circling minimum of 540 feet. I was under foggles at the time this happened so I couldn't see my height above terrain. We were around the AYCEE intersection at the time of this. My instructor told me to climb immediately and we did. I was then told to remove the foggles; and continue to circle and land on 14.




Synopsis: GA pilot reported descending below published minimums during a practice VOR approach.
Date: 201307
Local time of day: 0001-0600
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: When enroute to O61 on flight following with OAK Center I was handed off from one Oakland Center Controller to another. After being handed off I reported 'level at 9;500 starting VFR descent.' Controller's response was 'traffic at 12 o'clock [at] 9;500.' [I] descended below 9;000 FT. Then [Controller transmitted] 'To avoid traffic turn left 15 degrees.' [I responded] 'Left turn 15 degrees.' I [was] now at 8;800 FT and started my left turn and [at] 10 o'clock; 100 FT [away] and below me 200 FT [was] the Cessna traffic traveling SE [which then] passed under us. Traffic was also on with Center. A few minutes later I asked the Controller if the Cessna was squawking Mode C and he responded 'positive; level at 9;500.' I have [had a] static pressure test on this aircraft in the last 4 months. Please review this; it seems that a few mistakes were made on where the traffic was and [his altitude]; and I was asked to turn directly into the other aircraft and descend through him.




Synopsis: BE36 pilot reported NMAC with a Cessna on flight following with OAK Center.
Date: 201807
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Time Pressure
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at cruise maintaining FL300 the left air conditioning pack valve failed. The right A/C pack was already deferred per MEL so the aircraft started to depressurize. We the crew donned our oxygen masks and assessed the problem while [notifying ATC]. A descent was initiated to 10;000 ft with a turn toward ZZZZ airport. We ran the appropriate checklists and were unable to re-establish pressurization. We attempted to coordinate with [Dispatch] and were unable due to insufficient com coverage for using ACARS. The aircraft was not equipped with SATCOM phone capability. [ATC] informed us ZZZZ airport would not be open until [later] as they had no staff until this time. We looked at our alternate divert page and collectively decided ZZZZ1 was the nearest suitable airport. We obtained clearance to ZZZZ1 and proceeded to ZZZZ1 airport with an uneventful landing. Enroute to ZZZZ1 the ACARS com coverage became available and we coordinated with [Dispatch] for our diversion into ZZZZ1.


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


Synopsis: Boeing 757 flight crew reported the failure of the remaining air conditioning pack resulted in cabin depressurization and diversion to nearest airport.
Date: 202106
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
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: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: ZZZ Tower called for a release on Aircraft X; with visual separation with previous arrival. The [agreement] with ZZZ requires they climb the Departures to 14;000 feet. The field elevation at ZZZ is XXXX feet. I missed the aircraft checking at [923 feet above field elevation]; because that is so far out of the expected. Our MIA (Minimum IFR Altitude) at the field is 6;000 feet. I assume this was a readback error between Tower and the pilot. Tower was hustling to get the departure off before the arrival landed. It was starting to raise an alarm in my mind right before the pilot requested higher. I should of caught it when the pilot checked on. The Mode C hit of 4;100 feet reinforced my expectations that they would be climbing to 14;000 feet.




Synopsis: Center Controller reported a departure which was supposed to be assigned 14;000 feet checked on their frequency level at 4;000 feet so the aircraft flew below the Minimum IFR Altitude.