elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Fog; 6
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: SVFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Glider; Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Weather
Primary problem: Weather

Narrative: Was departing ZZZ for ZZZ1; about 20nm S along the coast. I had just driven up the coast along this approximate route; and the weather enroute was reasonable VFR with ceilings above 1;000 ft and visibilities 5 miles or more. Weather a few miles [inland] was scattered Cu (Cumulonimbus) with clear skies above. ZZZ was reporting 700 overcast with 6 miles visibility; and I asked for a SVFR departure to the South. Looking along the runway heading there was no evident change in the ceiling or visibility. Shortly after departure; I informed ZZZ tower that I was clear of their Class D; and received 'frequency change approved'. Conditions then rapidly deteriorated with lowering ceiling and visibility. I descended to about 300 ft MSL over the water before deciding that the only safe option was to climb. I climbed to about 2;500 ft MSL; breaking out on top of the marine layer about 2;000 ft MSL. The rest of the flight was uneventful; and I found the weather at ZZZ1 good VFR as I had expected; with clear skies [inland].Lessons learned: I have an instrument rating; but am not current; else I would have filed IFR. I will get an IPC (Instrument Proficiency Check) so that I do not place myself in this situation again! With hindsight; a better decision would have been to depart SVFR [inland] where the weather was clearly good VFR. Low marine layer conditions can be patchy and unpredictable. Given my encounter with the suddenly lower ceiling and visibility; I clearly made the right decision for the safety of the flight; but in the process briefly flew in Class E airspace in IMC without a clearance.




Synopsis: BE33 pilot reported flying VFR into IMC. The pilot exited IMC and continued VFR to destination.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: My student and I were in right traffic for Runway XXR at ZZZ. The wind was 260 at 8 knots. The student turned out slightly late from base to final. He was struggling to line up with the runway centerline. About 30 feet above the numbers of Runway XXR; the plane stalled. We added full power; but the plane dropped to the ground. While bouncing; the left wing dipped and then the right wing dipped. We came to a stop on the runway. We then taxied to the our maintenance hangar. Examination showed that both wing tips struck the ground; and there was a tail strike.




Synopsis: C172 flight instructor reported his student made a very hard landing after stalling the aircraft above the runway.
Date: 201911
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: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person; Person Ground Personnel; Person Maintenance
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I picked [Part X] to ship to ZZZ using the hub truck. When the part arrived in ZZZ it was opened and [Part Y] was the part inside the box; that part is [a] Hazmat. I was not aware the wrong part was inside the box.




Synopsis: Technician reported shipping an incorrect company aircraft part without required dangerous goods documentation.
Date: 201504
Local time of day: 1201-1800
Location: ZFW.ARTCC, TX
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface
Second reporter function: Relief Pilot; First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; 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: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: After MDANO DFW Center cleared us to descend to FL330; then pilot's discretion to 240. I asked if we were cleared on the DEBBB1 arrival was told the next controller would assign the arrival. Next controller assigned VIA DEBBB1 arrival approaching BELFR. Began reviewing arrival points and was interrupted with radio call and checklist. About 2-3 miles prior to LETNN we noticed wrong altitudes for fix. First Officer (FO) increased descent with speed brakes; and I tried to call ATC for relief. Was unable to get a word in with Center until LETNN fix. Controller replied with something like 'request should have been earlier'. Was handled to approach control and given vectors to DEBBB intersection. Upon further review somehow JOVEM arrival was selected.    On STAR arrivals where same points are used and altitudes differ; point names should be changed or not identical. This would help aircrews notice discrepancies sooner on STAR arrivals. As pilots; altitudes on every arrival where fixes are the same or similar altitude vigilance will have to be monitored more closely; especially when STAR arrivals are received late.


Second narrative: During descent from FL330 to FL240 on the DEBBB1 RNAV arrival into DFW; MDANO transition; and after vectors and new speed restrictions were issued; we discovered the JOVEM1 RNAV was in the FMC. We asked for altitude relief at LETNN intersection; but frequency congestion was problematic. All other speed/altitude constraints were complied with pertaining to the DEBBB1 RNAV arrival; and landed without any further problems. I was in the [relief pilot] position.Quicker notification of which specific arrival we were to fly; as the first controller said the next controller would issue the appropriate arrival. Closer review of which arrival was in the FMC; which arrival was issued and being flown.


Synopsis: B777 flight crew reports being cleared for the DEBBB One (RNAV) Arrival to DFW. During descent it is noticed that the JOVEM One (RNAV) Arrival is loaded in the FMC which uses many of the same waypoints with different crossing restrictions. LETNN is crossed 3;000 feet high.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors; Procedure; Software and Automation
Primary problem: Procedure

Narrative: Day visual meteorological conditions prevailed for a Visual Approach to runway XX from the south east. The crew briefed crossing the ridge at the cleared altitude which is also the Minimum Safe Altitude. Once cleared for the approach and passing over the ridge the pilot flying began the decent as briefed. Terrain pull up announced briefly and the flying pilot corrected pitch and power.




Synopsis: An air carrier Captain reported they received a ground proximity alert while descending on a visual approach.
Date: 202009
Local time of day: 1201-1800
Location: GIF.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Other Flight School
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class G ZJX
ATC / advisory: CTAF GIF
Reporter organization: Other Flight School
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Confusion; Training / Qualification; Distraction
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Environment - Non Weather Related; Airspace Structure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: There are way too many airfields in Central/South Florida that are in somewhat close proximity on the same CTAF (Common Traffic Advisory Frequency) frequency 123.05.   These airfields include GIF Winter Haven; 2IS Airglades; X04 Apopka; PCM Plant City; X26 Sebastian; and X39 Tampa North. On busy days usually towards the end of the week including Thur; Fri; Sat and Sun when the weather is good and many people are out flying; this frequency is completely jammed up much of the day with radio calls from all of the different airfields all at once. It is difficult sometimes to even get a quick call in. Some of these airfields to include GIF; PCM; X04 and X26 are very busy with flight school traffic; local GA (General Aviation) traffic and skydiving (at X26). This creates an unsafe situation when pilots cannot even hardly get a word in on CTAF to give a standard traffic call. Often times pilots will step on each other making calls which creates a jamming type sound which further makes comm more difficult. There shouldn't be this many airfields this close on the same frequency.




Synopsis: Flight Instructor reported that the close proximity of several airports using the same CTAF causes frequency jamming.
Date: 201506
Local time of day: 0601-1200
Location: IAD.Airport, DC
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: 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
Contributing factors: Aircraft; Company Policy
Primary problem: Company Policy

Narrative: Captain approached me in the terminal to express his concerns for passenger safety due to excessive heat building up in the aircraft while the planes sat parked on the ground for extended periods of time without any air cart to cool them.  He mentioned that a heat advisory was out today and was concerned about the heat advisory. The First Officer I was flying with called to confirm that [ramp crew] would not be hooking up air carts to our planes because they did not have any available for our use.  I am writing this because I believe I may have found a SOLUTION to this problem of cooling the aircraft.  One of the ramp supervisors had us start an engine BEFORE passenger boarding began.  I believe making this a REQUIREMENT would greatly help in cutting the risk of heat stroke and other heat related problems for our passengers and crew.  This will be important in IAD AND outstations alike and may require ADDITIONAL RAMP PERSONNEL to accomplish this task. We are supposed to be ready to board 30 minutes prior to departure in IAD.  Thirty minutes in 100+ degree cabin is a long time for our passengers (a great majority of which are elderly).  The other problem is sometimes we can sit in an outstation for 30+ minutes with passengers on board because of our intermediate stops.  Making engine start prior to boarding a REQUIREMENT would greatly reduce risk when an air cart is not available because we are then able to cool the cabin to a reasonable temperature.  This will be difficult due to staffing issues with our contractors but I believe it is the best option to get through the summer safely.




Synopsis: A regional airline Captain writes to suggest that Company policy be changed to require that one engine be started thirty minutes prior to aircraft boarding at stations which do not provide air carts for aircraft cooling during the hot summer months.
Date: 201311
Local time of day: 1201-1800
Location: SSF.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Clear; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower SSF
Second aircraft: Beechcraft / Beech Aircraft Corp Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown; Confusion
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was practicing touch and go's at Stinson Municipal Airport; and had been cleared for the option. I [advised my intentions were to make] a full stop; [taxi back for another takeoff] and asked to fly a right pattern when I departed; as the normal pattern is left. I understood the controller to give me that permission as he [provided] taxi instructions and; I thought; told me I was cleared to take off. I proceeded to the end of the taxiway and paused before turning onto the runway. Hearing no hold short instruction; I turned onto Runway 14 for take-off. As I started rolling; another aircraft that was not visible because of trees at the edge of the runway flew over me while coming in for a landing. The estimated horizontal distance was 150-200 feet and estimated vertical distance was 75 feet. The pilot of the landing plane called out to the controller that there was another plane on the runway. I was instructed to leave the runway and proceed to the ramp until I was contacted by the controller; which I did.




Synopsis: A low time Private Pilot practicing full stop takeoff and landings in a PA-28 misunderstood the Tower's clearance and taxied onto the departure runway to start his takeoff roll just as an unspecified second aircraft passed closely overhead intending to land on the runway as cleared.
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken

Narrative: ZZZ1 went ATC zero due to a COVID cleaning around Xpm local for several hours. We had one non-radar route going north bound from my area to ZZZ2 Center. My area does not train or use non-radar procedures so we were very unprepared in terms of skill. We were told to get an estimate for the ZZZZZ Intersection from the aircraft and provide 10 minutes in trail between aircraft at similar altitudes. We were initially given 20 miles in trail from approach controls; but this quickly over loaded the sector and it was increased to 30 miles in trail which was insufficient.Things that went wrong:1) Printer at the XY position broke at the beginning; but was fixed by tech-ops in a somewhat timely manner.2) The automatic printing was not turned on for the XY position and no one knew how to turn it on.3) Manual printing the strips took up a lot of time for XY position.4) We did not have enough strip holders to post all of the strips for the aircraft in our airspace.5) The ZZZZZ Intersection sounds a lot like the ZZZZZ1 Intersection so we got a lot of incorrect time estimates as pilots got the confused.6) A lot of aircraft were still climbing before getting to the ZZZZZ Intersection to being the non-radar routing so they gave us incorrect time estimates for ZZZZZ1. Once some of these aircraft leveled off their estimates were changing drastically.7) Once we got the time estimate from the aircraft our Supervisor had to go and call on the area land-line. So we had no easy way to communicate with ZZZ2 Center.8) The XZ position was also open and 'merging' aircraft into the north bound rooting but did not have a d-side and given the strong westerly winds was getting odd ZZZZZ1 estimates.9) The combined amount of overflight traffic and departure traffic was greater than the number of available altitudes. We had 9 usable altitudes but often had 11+ aircraft per 10 minute period.I would very strongly recommend that the non-radar north bound route not be used again unless it's late into the night when there is very little traffic. If it is necessary for it to be use then only two or three major airports be allowed to depart aircraft and they would only be allowed to depart one aircraft every 10 minutes per airport.




Synopsis: Center Controller reported a possible loss of separation and having difficulties to attain the required non-RADAR separation due to another Center going ATC zero for COVID-19 cleaning.
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Lancair Columbia
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ; Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Took the owner of the aircraft on his first flight since a new engine was mounted. The engine had 5 hours on it at the beginning of the incident. Run-up was normal. Departed and noticed a slightly low fuel burn on climb out at 35 GPH; should be 40 GPH. We leveled off at 2;000 FT about 3 miles southwest of the field. When I reduced the throttle to lower manifold pressure; nothing happened. I pulled it back farther and still no change. At that time I elected to turn back towards the field and land. On CTAF there were 3 other aircraft in the pattern and one on a long final; I said that we had an emergency and needed the pattern clear. The other aircraft acknowledged and cleared the pattern. We were indicating 190 KTS at 2;000 FT. Once we were abeam the numbers I pulled the mixture to idle cut-off to start slowing the airplane. To bleed off speed and altitude we made right 360 and then turned base. On final I added 1 notch of flaps and made a normal landing. We coasted off the runway and got a tow back to the ramp. In the maintenance shop we discovered that the throttle linkage had separated from the throttle control attachment point.




Synopsis: Lancair 400 pilot experiences a throttle linkage failure during climbout resulting in a high power setting that cannot be reduced. The reporter returns to a point above the departure airport where the mixture is pulled to cut off and a gliding approach is accomplished successfully.