elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 1201-1800
Location: LNC.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E D10
ATC / advisory: TRACON D10
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: After takeoff I performed a climbing right turn (right traffic for 31) to turn on course (south) to my destination. My plane climbs in excess of 2;500 fpm. I was in the 'downwind' approximately abeam the numbers for 31 during the right turn to on course and climbing through 3;000 ft MSL. As I rolled out on my southern course I saw a B737 coming right at me about 3;000 ft away and maybe 500ft above. I checked my altimeter thinking I must have busted into the Class B airspace floor of 4;000 MSL. I had not. I was at 3;100 MSL. I disengaged the autopilot and took evasive action. I dived for 3;000 MSL. The jet didn't appear to take any action. About 1 sec after my action the 737 was flying directly over top me in the opposite direction. Moments later I got in his jet wash and nearly lost control. I ended up at 3;800 MSL because I had to go full power and pitch the nose up since the jet wash dropped my wing and nose to an unusual attitude. I typically stay 500 ft below the Class B floor as a buffer; therefore I didn't like being at 3;800 MSL. My NavWorx ADS-B TIS-B never showed the traffic or alerted to it. Since I was in a climbing turn and performing a checklist I didn't see the 737 approaching until I was rolling out on course. Two problems I see: 1) Why was the 737 at what appeared to be 3;500 MSL under the Class B? If the jet was in fact in the Class B; but on the floor of it at 4;000 MSL; I contest that it is not a safe buffer from the GA traffic that fly underneath the Class B. If they fly at 4;500 MSL and GA traffic at 3;500 MSL then you have your 1;000 ft buffer. TRACON altitude assignments need to be reviewed. 2) Why did my TIS-B fail to alert me? It has a built in test that I check on the ground prior to takeoff and all was passed. It has alerted me in the past on traffic that wasn't nearly as close.




Synopsis: Glasair III pilot reported a wake turbulence encounter departing LNC with a B737 inbound to another airport. Reporter expressed concern that his NavWorx TIS-B unit did not alert him to the traffic.
Date: 202107
Location: ZZZZ.Airport, FO
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Other Preflight planning
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure; MEL
Primary problem: Aircraft

Narrative: Aircraft was dispatched to operate out of ZZZZ; a high altitude airport (+7900') in mountainous terrain with a faulty pressurization system. A subsequent failure of the Alternate channel during Takeoff or initial climb would NOT provide enough time to address the problem causing O2 mask deployment and a divert to an airport not currently served by the airline (assuming airport is not affected by volcanic activity). A return to departing airport would exceed oxygen/altitude time requirements for passengers making it impractical.




Synopsis: B737 Captain reported misgivings when the aircraft assigned for the flight had a faulty pressurization system and he would be operating in to and out of a high altitude airport.
Date: 201406
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Weather elements / visibility: Rain
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower ZZZZ
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Airport; Human Factors; Weather
Primary problem: Weather

Narrative: I took off from Goose Bay with a marginal VFR METAR expected at my destination. As I approached the southern tip of Greenland the weather was VMC. The Tower was reporting IFR conditions but they were constantly changing. I canceled IFR because they would not let me shoot the approach. As I continued closer the conditions remained VMC until less than three miles away. The rain from a passing system reduced the ceiling and visibility. I was advised by the Tower that landing was not authorized. Due to the remote location I had no option for an alternate. I proceeded to tell the Tower that I had no other option and I was going to land. Even before I went into the reduced visibility I had the runway lights in sight and because of that and my familiarity with the airport I continued with the approach and landed.




Synopsis: An SR22 pilot on a flight from Goose Bay Newfoundland across 600+NM of the North Atlantic Ocean to ZZZZ in the middle of the North Atlantic with no available alternates arrived at the airport to find it below minimums and ATC unwilling to approve an approach. He figuratively declared an emergency and; based on familiarity; located the airport via the runway lights and landed safely.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Golden Eagle 421
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZ; TRACON ZZZ
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types
Detector: Person Air Traffic Control
Result: General Declared Emergency
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I received a hand off from [Center] on a Cessna 421 out of 10;000 feet. Center advised me he was an emergency with a 'shaky left engine' and requested the nearest airport; which was ZZZ. I approved 3;000 feet. Center gave him a right turn to; I believe; 110 but the pilot turned left which put him tight to field with a lot of altitude and speed left to burn off. When he checked on; I turned to a 080 head which would set him up for base to a 3 mile final. Out of 5;000 feet; the pilot asked where the field was and I pointed it out to him. I also told him about ZZZ1 airport which is close by so he wouldn't get confused. I advised the pilot of the ceiling and turned him on a 3 mile final and descended him to my MVA. The pilot overshot the final and I had to give another turn back which was good because he was still very fast. He told me had the field in sight and I cleared him for the visual approach and asked the Tower if I could clear him to land; which was approved. The aircraft landed very long; on the last third of the runway. I should have asked the pilot if he would rather set for a long final or if he wanted a vector for the field.




Synopsis: TRACON Controller described an emergency event involving an aircraft with a rough engine needing to land immediately; the reporter's self critique indicated that he should asked more questions regarding final spacing.
Date: 201702
Location: DWH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E I90
ATC / advisory: TRACON I90
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Distraction
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Almost hit a drone while executing an RNAV approach into DWH.




Synopsis: PA28 instructor pilot reported a near miss with a drone while on approach to DWH.
Date: 202007
Local time of day: 1201-1800
Location: PAO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D PAO
ATC / advisory: Tower PAO
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Local control cleared Aircraft X for takeoff. Aircraft X began his departure roll on the runway with no observed anomalies. Aircraft Y was sequenced and cleared to land while in the right downwind. As Aircraft Y was on landing rollout; the pilot announced that there was another aircraft on the runway. Aircraft X was at a complete stop at the very end of the runway. Aircraft Y exited the runway. Aircraft X was able to taxi off the runway and taxi back for another takeoff. When Local control asked Aircraft X what happened; the instructor said the student pilot 'inadvertently reduced power' during takeoff. As Controller in Charge (CIC) I was busy with talking to Tech Ops on the phone regarding an issue on our ACE-IDS computer. I was not actively scanning outside the window at the time this occurred; but I was listening to the frequency in the background and became aware as soon as Aircraft Y said there was an aicraft on the runway.As CIC; it's impossible to directly monitor everything going on in the tower cab. I do my best to listen to the frequency and watch the radar when traffic level becomes moderate. In addition; I was on the phone and giving Tech Ops information from the issue on the ACE-IDS. I would recommend that Local control scan the runway every time they clear someone for takeoff and when traffic is on final; to ensure the runway is clear. I regret not being able to stop this incident from happening.




Synopsis: Tower Controller in Charge reported the Local controller did not notice a departing aircraft had aborted their takeoff and allowed an arriving aircraft to land.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Climb
Airspace: Class C ZZZ
Aircraft component: Cylinder Head Temperature
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During Takeoff Cylinder Head Temperature (CHT) #3 went to yellow to red; tried to lower the nose but it kept rising I decided to turn back around and land.

Callback: Reporter is aware of the cause of the cylinder temperature issue.



Synopsis: A flight instructor in a SR20 experienced high cylinder temperature indication for an unknown reason; and elected to return to the field.
Date: 202012
Local time of day: 1201-1800
Location: ESN.Tower, MD
Weather elements / visibility: Haze / Smoke; 5
Aircraft: Small Aircraft
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: Tower ESN
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While conducting RNAV Runway 15 approach into ESN; received a low altitude alert from Easton Tower while at our MDA of 440 ft. MSL. We immediately climbed to 550 ft. MSL and conducted a missed approach once at the MAP. My assumption is that the aircraft descended too rapidly; causing us to be below glide slope as indicated by the PAPI's.




Synopsis: Flight instructor reported executing a missed approach from an instrument approach after descending below minimums.
Date: 201601
Location: CZEG.ARTCC, AB
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZEG
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During preflight preparation in operations the three of us remarked on the very northern route we were filed. The CA called dispatch and queried the routing. She was told by dispatch that the routing was to avoid moderate to severe turbulence. CA questioned the legality of the routing because she had never been routed so far north. She was assured it was legal. Approximately one hour outside of our coast out fix of Lenim; while the CA was on break; the PF was reading about areas of magnetic unreliability in the FM. He was concerned when he read the line that states 'Operations within the Arctic Control Area (ACA) are not authorized for [our aircraft]'. Based on our flight plan; we were routed into the ACA. PF contacted dispatch through ACARS to question the routing. Dispatch responded in agreement that the routing was not authorized for our aircraft. At this point; the CA was called back into the cockpit. Dispatch contacted us via SATCOM. A new route was discussed; agreed upon and filed with the appropriate controllers as our coast-out fix keeping us clear of the ACA. The fuel was checked and papers sent to the printer. We contacted Edmonton to request direct to ADSAM. We were cleared direct ADSAM. The flight proceeded uneventfully.




Synopsis: B767 First Officer reported they were initially dispatched on an international routing that was not authorized for their aircraft type.
Date: 201703
Local time of day: 1801-2400
Location: OGG.Airport, HI
Light: Daylight
Aircraft: Caravan Undifferentiated
Flight plan: VFR
Flight phase: Climb
Airspace: Class E HCF
ATC / advisory: TRACON HCF; Tower OGG
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Approach; Departure; Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Communication Breakdown; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: OGG Tower switched Aircraft X to sector 10/09 combined and they were already talking to Aircraft Y. Aircraft X was head on with Aircraft Y. I asked Aircraft X if OGG Tower told him about the traffic. Aircraft X stated he did not get any traffic information on the opposite direction helicopter from OGG Tower. In the past; I had asked [my] supervisor about OGG Tower switching aircraft to R9/10; and he stated that we (the R9/R10 controller) should not touch the aircraft; since OGG Tower has worked out separation; if they have switched the aircraft. I always remember this statement; and I don't touch aircraft if they are head on. I called OGG Tower; and he told me I could climb the Aircraft X; but the conflict alert had already gone off. I don't believe OGG Tower is separating aircraft correctly. This seemed to be an event that could have been avoided; if OGG Tower just kept the aircraft longer; or gave a traffic call; or coordinated with the R9/R10 controller.First; R9/R10 needs to be split and not combined at all times. There is too much traffic at R9/R10 and the complexity of traffic becomes great with the amount of VFR traffic in the area. There was almost a midair years ago at OGG Tower; and from my understanding; the NTSB made the recommendation that R9 & R10 needed to be split at peak times. If that is true; why is this sector now combined? The complexity is still there; the traffic is greater now than at the time of that incident; and we have management now who is not even certified on the sector to help in times of crisis.OGG Tower needs to have a better procedure to handle separation of aircraft. OGG Tower just switching a head on aircraft with opposite direction traffic that he is talking to is totally unsafe and inappropriate. Safety really needs to be addressed. I feel the current procedures are unsafe; and I fear a catastrophic incident may occur.




Synopsis: HCF Controller reported an opposite direction airborne conflict that was set up by the tower.
Date: 201211
Local time of day: 0601-1200
Location: ZBW.ARTCC, NH
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Falcon 900
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification; Communication Breakdown; Fatigue; Human-Machine Interface; Workload
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Other Over An Extended Period
Result: Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy; Aircraft; Staffing
Primary problem: Company Policy

Narrative: While we we were descending at our destination we got an AMBER CAS LOW OIL PRESS ENG 2 warning.  When I reduced thrust; which was almost at idle; I quickly decided to shutdown the engine as we had three and were in a busy environment.  I directed the First Officer to execute the shutdown and securing checklists. I took the radios and requested a vector and a level off while we were accomplishing our tasks.  We declared an emergency to cover all the bases and landed from a visual approach uneventfully.My concern are possible mistakes I may or could have made; and would like to report the [reasons for my concerns]. I think I may have overreacted; but may never know for sure. It does concern me that I feel that way.Factors: For the past six months I have been away from home with an unexpectedly heavy schedule that has caused much stress due to not being able to manage my home life effectively. The owner of the airplane has refused to hire more than the minimum crew which is why I have been gone so much.Six days ago the lead pilot complained [of the workload] and was fired for [voicing] his opinion of the situation. Hence; the pilot with me today has never actually been on a 900EX EASY until this trip. Last year I was also reprimanded by an owner for reporting a pilot smelling of alcohol to the management company. That situation is currently being investigated by OSHA and I have an interview with them next week.  I am also suffering from the flu and feel awful. I know that I am at my personal limits [due to] fear for my job.There is no choice when it comes to being conservative when you fear your livelihood will be in jeopardy if you report anything to Management. There has to be more protection for pilots.




Synopsis: The Captain of a corporate DA900EX used the occasion of an engine malfunction requiring an in-flight shut down to expand on what he believes to be unsafe pilot pushing by his employer.
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 70
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Human-Machine Interface
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: I am a student pilot with in my sign off; practicing landings on Runway 29 right. Winds were at 140 [at] 7 knots. I believe the crosswind caused the problem. On landing roll a gust of wind caught tail of aircraft and I ran off runway. Aircraft ended up inverted. No injuries. As aircraft left runway I tried full right rudder to correct and that didn't help. There was no problem and the tail was just starting to touch when the aircraft shot left.




Synopsis: Stinson 108 pilot reports losing control while practicing crosswind landings and running of the runway then flipping.