elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Baron 55/Cochise
Operator: Personal
Operating under: Part 91
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Reporter organization: Contracted Service
Reporter function: Airport Personnel; Vehicle Driver
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Landing roll
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As operator of a maintenance vehicle; I entered Runway 31 from the intersection with a short taxiway; letter unknown; leading from the terminal ramp. I failed to see a Beechcraft Baron 55 twin engine landing on Runway 31 after an abbreviated visual check as I approached the runway from the ramp.I did not hear communications from the aircraft as the airband radio mounted in the vehicle was not operating. This was discovered while clearing the vehicle access gate onto the ramp and I proceeded without the radio in operation. My warning beacon on the vehicle roof was operating normally.I did a visual check downwind as I approached the short taxiway connecting the ramp to Runway 31 and failed to see the Baron on its final approach. I can only speculate it must have been very close to touching down; or already wheels-down as I pulled into its path.My first awareness of the aircraft was a shortened roar of engines as it passed slightly in front of and over my vehicle. I was approximately mid-point and nearing the centerline of the runway; moving at about 30 MPH. After a startled; reflexive duck I saw it by craning my head out the open driver side window. The Baron was gear up and accelerating hard to avoid my vehicle.After seeing the Baron circling for a second attempt; I turned around from the ASOS site and returned to the ramp after it had landed and pulled up to the fueling point. I exchanged information with the pilots and airport manager. After this exchange; I departed the airport to return to my home station.Multiple failures on my part led to this event. Distraction played a part as did lack of situational awareness. This is a quiet airport and we can grow complacent; this leads to bad choices. I did not stop fully at the hold line short of Runway 31 and perform a proper visual check for a non-towered AOA. Had I done so; I would in all likelihood have seen the Baron already on the ground and rapidly approaching my position. This is the key failure and only fast and accurate reaction by the pilot avoided a serious accident.




Synopsis: A quick rejected landing and go-around by the flight crew of a Beech Baron averted a likely collision with the reporter's maintenance vehicle when he pulled onto the runway without a thorough scan of the pattern and without a functioning radio to monitor CTAF transmissions at the uncontrolled airport.
Date: 201211
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: EMB ERJ 145 ER/LR
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Working the early midnight inbound push; I had a few inbounds with the first straight in to 28L and an E145 angling in from the southeast for 28R and a BE58 inbound from the southwest. I issued traffic to follow on 28L and the traffic for 28R to the BE58. The BE58 reported both aircraft in sight and I cleared him to follow the traffic to 28L and maintain visual separation with the traffic for 28R. The BE58 read the clearance back verbatim; so I went on to the rest of my sequence and switched him to the Tower. It was a week later that I was informed by someone half way across the country that because the BE58 didn't read back his call sign I would be hit with an error. I've been working airplanes for nearly 30 years and training others to work airplanes for most of that time and knowing that someone sitting behind a desk half way across the country will nail me for a Class A; or whatever they call the bad one now; error; I am going to have to change the way I work and how I train others how to work airplanes. The safe; orderly and expeditious flow of air traffic will have to just be the safe and orderly flow of traffic.




Synopsis: TRACON Controller was informed a week after the event that an error occurred because he failed to insure a visual separation clearance response included a call sign.
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: ATR 72
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Events and Conditions: The day was nice (VMC) little to no turbulence enroute and upon approach and landing there was no turbulence or gusts. The approach to landing was smooth and precise; on localizer and glide slope all the way to touchdown even though we were on a visual approach. Upon landing; after the main wheels touchdown and power levers going to ground idle; the elevators then uncoupled and we proceeded with the after landing rollout with the nose wheel coming into contact with the ground softly. We then taxied to the gate without declaring an emergency since we were on the ground when it happened. We then notified Dispatch and Maintenance of our problem. We remained with the aircraft until it was fixed. The Maintenance Inspector came with a special tool and his publications needed for him to reengage the elevator. Maintenance informed us that no post maintenance flight check was needed after the re-engagement of the elevator and their running a maintenance checklist. Maintenance then signed the maintenance flight log off as airworthy and we returned to service.




Synopsis: An ATR-72's elevators uncoupled during the landing flare with no aircraft damage; so Maintenance re-engaged the elevators and returned the aircraft to service.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Duchess 76
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Second reporter function: Pilot Not Flying; Trainee
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruising flight over ZZZZZ Intersection on the way back to ZZZ (22 miles west ZZZ VOR on the radial 253) [We experienced] total electrical failure. (Emergency checklist [was] followed with no success).Comm 1; NAV 1 and GPS lost. Used comm 2 as alternative to transmit the last communication to approachApproach cleared me to the B airspace.Lost comm 2 (only receiving was reliable and could not transmit); NAV 2; PFD and MFD lost too. Only transponder was totally functional. Approach request to acknowledge instructions via ident.10 nm north west of ZZZ1; lost engine indications.Engines were still running.Used transponder code 7700.Approach cleared me to ZZZ1 and maneuver as practical to descent.Runway XX in use and cleared to land. (Aircraft refueled full tanks at ZZZ2) Endurance with full tanks: 5.5 hours approximately Flight time after refueling when emergency occurred: 2.1 hrs.


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


Synopsis: BE-76 instructor and student pilots reported experiencing total electrical failure during cruise.
Date: 202001
Local time of day: 1801-2400
Location: OSU.Airport, OH
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D OSU
ATC / advisory: Tower OSU
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Airport
Primary problem: Aircraft

Narrative: We were flying at 2500 ft. I started losing electrical power. At that point I was unable to light up the runway without a radio; and could not identify it to land safely in the dark. I decided to fly to a towered airport. I had no way to communicate with the tower other than a hand held light from the cockpit. I saw traffic was clear; and came in for a landing. Once on the ground I was able to contact the tower with a cell phone. We were directed to a secure parking area where we were greeted and shown to the FBO. No paperwork was requested to be filed.




Synopsis: A Pilot reported a loss of electrical power at night and diverting to a towered airport.
Date: 201507
Local time of day: 0601-1200
Location: MMGL.Airport, FO
Flight conditions: IMC
Light: Dawn
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
ATC / advisory: TRACON MMGL
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Ambiguous

Narrative: We were given vectors prior to the arc for the ILS DME 2 RWY 10. We were at 180 knots; Flaps 15/15; and north of final approach course. After a vector to join the LOC; ATC cleared us for the approach and for a descent. Shortly after beginning the descent in V/S; we received the 'Terrain Ahead' alert followed by the 'PULL UP; TERRAIN!' At this point I firewalled the throttles; disconnected the autopilot; and began an aggressive climb toward the min safe altitude. We coordinated with ATC; leveled off; and received vectors back to final.


Second narrative: While on vectors to intercept the localizer for the MMGL ILS DME 2 RWY 10 MMGL approach control told us to descend to 6500 FT from 7500 FT (?). First Officer is the PF and Captain is PM. We were inside 13 miles of the MMGL airport and considered our position to be clear of the hill (7480 FT) vertically as well as the surrounding terrain at around 11 miles out while on the final vector to the ILS course. Shortly after the start of the descent we received an EGPWS call out of 'Terrain Ahead' while in IMC conditions. Within 3-5 seconds of the initial alert we received a command alert of 'Pull Up Terrain.' First Officer executed the CFIT maneuver immediately and we climbed up toward the highest MSA altitude of 11;700. We notified Approach about the CFIT go around and they repeatedly asked if it was due to traffic! We repeated several times the cause for the go around was a terrain alert in the cockpit due to the ATC assigned altitude. During the climb; passing 10;500 FT we were given vectors for another ILS approach to RWY 10 again and the ensuing approach and landing were uneventful.


Synopsis: Flight crew on a radar vector to the ILS DME 2 RWY 19 at MMGL experienced an EGPWS terrain warning during descent to 6500 feet at ATC direction. The flying First Officer immediately abandoned the approach using maximum power and climbed to the MSA. The second approach was uneventful.
Date: 201408
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 E Super 21
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Upon landing I noticed the aircraft veering to the left.  I over corrected to the right with right rudder.  The aircraft started spinning and ended up veering into the grass off the runway.  I was able to taxi off the grass [back] onto the taxiway.  No damage occurred to aircraft or runway and there were no injuries.




Synopsis: A M-20 private pilot lost control during the landing roll; spun and departed the runway into the adjoining grass.  After coming to a stop with no injuries or damage the reporter taxied onto a convenient taxiway.
Date: 202009
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Weather elements / visibility: 10
Aircraft: TBM 900 / TBM 930
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In descent a pitch trim runaway resulted in a difficult to control pitch up. I [requested priority handling] and was able to fly the plane to a safe landing at ZZZ.




Synopsis: TBM 940 pilot reported runway pitch trim in descent.
Date: 201408
Local time of day: 1801-2400
Location: FTY.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Helicopter
Operator: Government
Operating under: Part 91
Flight plan: None
Mission: Tactical
Flight phase: Cruise
Airspace: Class B ATL; Class D FTY
ATC / advisory: Tower ATL
Reporter organization: Government
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: We were following a stolen car that was being chased by Sheriff and State Patrol.  We were using our standard ATC squawk and were cleared by Atlanta into the B airspace and to continue North as required up the west side of highway 285.  Things were happening very fast and fluid due to the stolen car pursuit and there was quite a bit of chatter on all radios.  We had FTY in standby in our radio in case ATL decided to hand us off to them.  We didn't receive a hand off and believed it to be due to the late hour and light traffic.  After the car was detained; we turned back to the south and called ATL to get cleared to cross back to the south of the airport when they informed us to give FTY tower a call.  FTY reminded us to call them when coming through that area east of them.  When I returned from the flight with no incident; I called FTY tower on a land line to make sure I was clear on proper procedure for this instance and thank them for their attention.  FTY tower informed me I should have been handed off or that ATL should have shared our situation with them in this instance.  Both towers were very professional and this was just a breakdown in communication.  ATL is always top notch and a pleasure to work with on a regular basis.




Synopsis: Pilot reports of being told to call the Tower after he has entered their airspace.  Pilot was utilizing flight following and the other control Tower did not hand off the aircraft to the adjacent Tower.
Date: 201901
Local time of day: 1801-2400
Location: P50.TRACON, AZ
Aircraft: Small Transport
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E P50
ATC / advisory: TRACON P50
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Release was requested by FFZ. I looked up at the IDS [Information Display System] and saw rwy 22. The aircraft was not assigned the ODP [Obstacle Departure Procedure]. So I pulled up the DVA [Diverse Vector Area] assigned a 190 heading and released the aircraft. I was being relieved as the aircraft departed. I observed the aircraft depart rwy 4. I took immediate action and assigned a 220 heading; same as the [ODP] and climbed to 5000 ft. I stopped my briefing and finished the event prior to releasing control of the sector to the relieving controller. The flight data controller knew that the aircraft was not on the [ODP]. When dropping the flight plan off; he said he doesn't give a [expletive] because he is [not] getting paid. My mind is distracted thinking about how I will pay my mortgage in [the coming] days. We have worked thru the shutdown and have not been paid. Morale is awful at this facility. The controller relieving me was very disgruntled. This situation is very dangerous. We should not be used as political pawns. We are aviation safety and should be treated as such. Tower should have questioned my heading when given their release. I should have observed Rwy 4 in use. We had just changed to west flow at Sky Harbor. All [satellite] airports should be required to change directions with PHX. Also; open the government and pay employees. The FAA should not be subject to government shutdowns!




Synopsis: Phoenix TRACON Controller reported an unsafe operation due to low morale and distractions.
Date: 201906
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were initially given through ATC and ATIS ILS24R into LAX. We had it set up in the box early and briefed a ways out. When we got within about 15 miles of the airport we were asked to do the ILS25L. We were busy up front with descending; making calls and we put the ILS25L approach and did an abbreviated brief the best we could. We were given a heading to intercept the ILS25L localizer. We blew through the localizer and were given another heading to re-intercept but were unable to...we were indicating different than the Controller was trying to get us to do. At this point we both knew something was wrong and asked to get off the approach and go around. The Controller gave us vectors out and around to the back of the line and put back onto ILS 24R with no problem. The localizer wasn't matching with where the controller was trying to take us. Either the localizer frequency did not populate the box or the approach didn't load when loaded. Needed more time to brief the approach and verify what we put in was correct. Asked ATC to break off approach and go-around. Be extra careful with verifying frequencies and appropriate approach is in the box




Synopsis: EMB-505 First Officer reported a late runway change on arrival into LAX led to a track deviation and go-around when the FMC was likely improperly programmed.