elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Local time of day: 1201-1800
Location: LGB.Airport, CA
Aircraft: Cessna 152
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While working Harbor RADAR; LGB Tower called and requested diverging headings on 2 'General Aviation' departures; which I approved. While working other traffic; a C152 departed LGB on a left turn heading 160. I identified the aircraft and climbed him to 4;000 FT. The C152 was about 2 NM south of LGB. Shortly there-after; a C182 checked in on frequency at the same time LGB Tower was calling to advise that the C182's transponder wasn't showing a squawk code. After hearing LGB Tower over the speaker; I immediately issued the correct code to the C182; and then answered LGB Tower acknowledging their call. I observed a target near LGB's departure corridor at 400 FT 1 NM west of the airport. I assumed that was the targets I was waiting to 'Tag Up'. At the same time; I issued a heading of 200 degrees to the C152 for climb above arriving traffic to TOA and also to sequence behind other en route traffic he was following. While issuing that heading; I placed a 'bat' on the target I thought to be the C182 and saw the 'bat' pointing northeast bound. Not a heading any departure would be on. Immediately I turned the C152 back to a heading of 160 for divergence. The pilot of the C182 then replied that they got their transponder working; and they tagged up on their code about 2 NM northwest of the C152. Prior to this; there was a short time where there was no indicated primary or secondary return in that area. This is why I turned the C152 in that direction. [We need] better RADAR coverage for low level aircraft in the vicinity of LGB harbor area.




Synopsis: SCT Controller experienced a loss of separation event between two LGB IFR departure aircraft when questionable RADAR tracking failed to properly display the target aircraft; the reporter suggesting improve low level RADAR coverage in the subject area.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Contracted Service
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: On a training flight with a commercial single engine student around ZZZ. After performing some airwork north of the airport we came back in for a full stop landing. A pipeline patrol aircraft was patrolling a pipeline just north east of the extended runway centerline. At around 1;400 feet the student and I were on a 2 mile final. ATC was busy with a sudden increase in workload including the Pipeline aircraft. My student and I had the traffic in sight the entire time though ATC never asked us if we did. Instead the Pipeline finished his work inspecting the line and requested to exit the airspace to the southwest. This took him right through the final approach course of our runway.At that moment we saw him turn on a collision course with us. ATC would ask the Pipeline twice if he had us in sight to which he responded yes; but made no course correction. He did not hit us because my student and I made the prudent move to forget our approach profile and level off to avoid descending into this aircraft. He went under out aircraft at maybe 75 feet. After the aircraft passed we had to use a large amount of forward slip to get down to our proper glide path because of that incident and the fact that we had to level off to avoid collision. ATC allowed this aircraft to fly through the final approach course with an aircraft on approach and as a result this aircraft was too close to us. The Pipeline aircraft that called us in sight did not show up on my ADS-B; either due to altitude or other reasons; but if he saw us he intentionally passed very close to us.




Synopsis: A flight instructor reported an NMAC on final approach with an aircraft that had reported them in sight to the Tower.
Date: 201309
Local time of day: 0601-1200
Location: CGS.Airport, MD
Flight conditions: VMC
Light: Daylight
Aircraft: RV-10
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E CGS
ATC / advisory: CTAF CGS
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness; Time Pressure
Anomaly: Conflict Airborne Conflict; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were departing on the morning of a fly-in-breakfast. I was a Pilot Not Flying (PNF) as a right seat passenger. Pilot Flying (PF) was talking during taxi and not guarding radio. I heard a flight of two making pattern calls in the background. As we approached the hold short line; PF made radio call that he was taking the runway for departure. Aircraft Y on final called that he was on short final. PF stated that he would wait for him. Aircraft on final stated that he was flight of two and to wait for both. PF acknowledged he would wait for both. While flight of two was on roll out Aircraft Z called turning base. The PF then radioed he was taking [the runway] for departure and started to roll onto runway. He seemed unwilling to wait for traffic on base to land before his takeoff. As we crossed hold short line; I could see the Aircraft Y just starting to turn off. As we lined up on the runway; Aircraft A was still on roll out. PF was now caught between aircraft on final and aircraft on roll-out. PF stated 'We can make this' and throttled up to takeoff. We lifted off before aircraft on roll out and turned left to not overfly the aircraft. Factors contributing  to this runway incursion was PF lack of situational awareness and unwillingness to wait for proper separation with landing aircraft before starting takeoff.




Synopsis: The pilot of an RV-10 placed himself and his rated pilot passenger in a difficult situation when he elected to take the runway between landing traffic that had not yet cleared the runway; and traffic on final approach. The pilot was also observed to not utilize effective sterile cockpit practices.
Date: 201604
Local time of day: 1801-2400
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B IAH
ATC / advisory: TRACON I90
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were taking off Runway 15L at IAH. ATC told us to line up and wait. Once cleared for take[off] ATC instructed us to fly Runway heading and maintain 2;000 feet. I was the pilot flying. We took off and leveled off at 2;000 feet as instructed. ATC instructed that there would be traffic crossing [traffic] overhead at 3;000 feet and to stay level at 2;000 feet. We stayed at 2;000 feet and had the traffic insight. At this time the TCAS system sensed the traffic and gave a RA to climb. I disregarded this RA and stayed level at 2;000. We had the traffic in sight the whole time and we were complying with ATC instructions. I believe if I would have followed the RA this would have cause a major issue and possibly a midair collision.Both my FO; my jumpseater and I had the traffic in sight the whole time. Once the traffic was clear then ATC instructed us to climb unrestricted to 16;000 feet. We proceeded on our way uneventfully.I believe in this very unique situation that the TCAS was wrong. If I [had] not [had] the traffic in sight we would have immediately followed the RA; but [since] we did have the traffic and we knew he would be crossing overhead the best action was to stay level at 2;000 feet and [let] the traffic pass overhead.




Synopsis: EMB-175 Captain reported ignoring TCAS commands after receiving what he felt was inaccurate guidance that could have resulted in a midair collision.
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Other Hearback/Readback. Similar call signs
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were X5XX to ZZZ and squawking our correct transponder code; with the transponder on. Ground called us for taxi and referred to us as X6XX; we read back X5XX. The taxi instructions were then followed and we continued to Runway XX at Taxiway XX. Ground then handed us off to Tower using X6XX again. We responded that we were X5XX and switched Tower. Tower cleared us to line up and wait Runway XX at [Taxiway XX]. They used X5XX as the flight number. We lined up and waited. Tower cleared X5XX for takeoff and we proceeded to takeoff. Once airborne we were handed off to Departure where we were again referred to as X6XX. We read back X5XX. Departure then asked us to change our transponder code. We did as directed. Departure then wanted to know if we were X6XX; a 737 enroute to ZZZ2. We replied that we were X5XX; 737 enroute to ZZZ3. Departure then had us switch back to our original transponder code and cleared us direct to our departure fix. From that point on ATC called us X5XX; and the flight proceeded to ZZZ3 with out incident.




Synopsis: Despite multiple opportunities to redress the similar call sign problem a B737 took off with ATC still under the impression their call sign was X6XX rather than X5XX.
Date: 201808
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Weather elements / visibility: Haze / Smoke; 5
Aircraft: Cessna 337 Super Skymaster
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: Center ZOA
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter VFR In IMC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Chart Or Publication; Procedure; Human Factors
Primary problem: Chart Or Publication

Narrative: I was flying VFR from KMEV at 13500 ft and passed between the LLC VOR and the Carson Sink restricted area. I saw on my iPad after I had passed the LLC VOR that there was a round TFR with the same radius as the VOR radial which I think had a 7 mile radius to 60;000 ft of altitude for rocket launch. This was not noted on the FAA TFR map that I had checked and printed in the morning prior to flight and was not showing on my Garmin 750 as a TFR. I was receiving flight following at the time and was not told anything about the TFR either. I noticed the TFR on the way back as well. I was IFR returning due to the smoke from the fires. It was not noted on the FAA TFR list or map on the TFR website and it only showed up on my Foreflight on the iPad. I am unsure if this was a TFR or was it something wrong with the information on the Foreflight iPad?




Synopsis: Cessna pilot reported a TFR was not displayed on the preflight TFR map or on the aircraft GPS; resulting in a possible airspace violation.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Government
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Aircraft departed IFR with a coordinated right turn in VFR conditions (normal procedure is to climb runway heading until out of 4;100 FT MSL). Aircraft was approximately 2 NM east of the airport at approximately 3;800 FT MSL; and reported a major electrical failure. He advised he needed to return to the airport. I asked if he was declaring an emergency; to which he responded; 'No.' Since the aircraft needed vectors to pattern entry; and was below the MVA; I advised the FLM that I was declaring an emergency for the pilot so that I could provide him with the services he needed. Emergency equipment was not called; as it was not required.




Synopsis: Tower Controller declared an emergency for an aircraft with an electrical failure returning to the airport below the MVA.
Date: 201902
Location: ZZZ.Airport, US
Weather elements / visibility: Icing; Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: We moved aircraft from the gate to the North Ramp. When we approached the North Ramp; we hit a sheet of ice. We tried to come out of the turn but jacked knife the tug. In that area; you go from a high elevation to a low elevation. The whole area was iced up.




Synopsis: Tractor driver reported losing control of the tug while towing across an icy ramp.
Date: 201905
Local time of day: 1801-2400
Light: Daylight
Aircraft: Jet/Long Ranger/206
Operator: Air Carrier
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: It was discovered by my relief pilot during his pre-flight that one of the upper pitch change link bolts was installed backwards; with a proper safety. It was installed from outside to inside; instead of inside to outside with the bolt head on the inside to work with centrifugal force. After discussing with maintenance; it does not specify in the maintenance manual which direction to place bolt; but it is good practice for it to be installed from the inside out. Aircraft was taken out of service and bolt was placed in the direction that good practice would dictate.I had not noticed it on my previous pre-flights and I had conducted four Part 135 flights with it installed in this alternate position. I did verify on my pre-flights that the pitch change bolts where safety'd but did not recognize that one was installed in an alternate direction.




Synopsis: Bell 206 Captain reported finding pitch change link bolt improperly installed during pre-flight.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Oil Filler Cap
Component problem: Improperly Operated
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine
Human factors: Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Diverted
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I departed the airport [and] on the climb out as I was making my turn to the north at about 4;900 feet; I looked over at my right engine and noticed that the right engine oil cover was open and that oil was leaking out of it. I was in VMC conditions; I cancelled my IFR flight plan and returned to the airfield VFR. I landed the plane with no issue. I still had engine power and I proceeded to taxi the plane to the terminal to allow the passengers to get off. Then I taxied the plane to the hangar and wrote it up. Once I got out to inspect the plane; I noticed that the oil dipstick was missing.When I was doing preflight; I put a quart of oil in both engines. I remembered securing the dipstick in the left engine but not in the right engine. However; I do remember closing the oil cover and I don't recall the oil cover being open during start up and taxi.  After having to do preflight outside and brush off snow on my second plane; it is possible that I forgot to secure the right engine oil dipstick; and that is what caused the oil leak.  Even though I was a worn out and cold; I should've gone inside and warmed up before putting oil in the plane. I could've taken breaks between doing preflight; brushing off the plane and putting oil in the plane in order to give every task my full attention. When flying by myself that is something that I will do next time.




Synopsis: A Cessna 402 pilot reported observing an open engine oil cover with oil spilling out while in flight.  The pilot decided to return to the departure airport to remedy the problem.
Date: 201412
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 0
Light: Night
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During initial climb the engine lost power. Landed the plane on the runway; rolled off the departure end of the runway. Aircraft had enough power to taxi. Taxied aircraft back to the runway. Upon reaching the runway the nose wheel caught the edge of the runway; causing the aircraft to nose forward and causing the propeller to strike the runway. Shut the aircraft down. Contacted the airport manager for assistance in getting the aircraft off of the runway. The aircraft sustained damage to the propeller and the nose wheel.




Synopsis: A Cessna 182 pilot put the aircraft back on the runway when the engine lost power during initial climb; but the aircraft rolled off the departure end of the runway. In attempting to taxi back on to the runway; the nose gear caught the edge of the runway; nosed down; resulting in a prop strike.
Date: 201908
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This is a follow up to [an ASRS Report] already filed for this flight. Maintenance found Pack 1 flow control valve failed. Maintenance replaced it with contract Maintenance. Part was flown down. After; Captain showed me a printed message. Indicating Pack 1 Flow Control Valve failed. However the pack was operating normally. But Pack 2 was still on MEL. I think the printed report was telling us Pack 2 was inoperative. But it printed up as Pack 1 also; as was indicated in previous ASAP. When our Pack 1 failed we received no warning. No ECAM (Electronic Centralized Aircraft Monitor). Nothing. Also. No bells whistles. No alerts. Nothing until I saw cabin altitude at 13000 ft. Then I immediately descended. Pack 1 operated normally during the flight when Maintenance replaced the p1 flow control valve. Possible wiring ECAM pack lead error. Wired backwards.




Synopsis: A319 First Officer reported air conditioning pack failure inflight.