elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 1201-1800
Location: SFB.Airport, FL
Flight conditions: VMC
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class C SFB
ATC / advisory: Tower SFB
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While conducting a single engine approach on 27R another aircraft appeared to be flying parallel lined up for 27C. The aircraft was very close within 500 ft horizontal distance and kept moving toward my approach path. The aircraft eventually cut me off and crossed right in front of my approach path. I had eyes on the aircraft the entire time; my student was under the hood and I took controls to change heading and reduce power to have better separation. Tower keyed up the mic with a high priority traffic alert. The aircraft was supposed to be going to 27L. After the aircraft realized it massively overshot it's intended runway. ATC advised the aircraft to fly north bound and re-enter the pattern for landing 27R.The other pilot seemed to lack situational awareness and was unfamiliar with the Monroe/Jessup arrival and SFB. At no point after I took controls did I feel like that NMAC was possible since the aircraft was ahead and to the left.tttt




Synopsis: GA instructor reported an NMAC during approach to SFB airport.
Date: 201606
Local time of day: 1801-2400
Location: CHO.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower CHO
Reporter organization: FBO
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Private
Human factors: Troubleshooting
Anomaly: Deviation - Track / Heading All Types; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: My friend was being the PIC and I was being the passenger along with my uncle in the back seat. We picked up the CHO ATIS on 118.425 and then couple of minutes later; he called CHO Ground on 121.9 and informed that controller that we was ready to taxi and that we had the current ATIS. Ground control told us to taxi to Runway 03; via H and A.He taxied the airplane down to the active runway and prior to getting to the hold short line of Runway 03; he performed the before takeoff checklist. Everything seemed to be going ok at the moment. He then advise me that everything was ok and that he was ready to call CHO Tower on 124.5. Called Tower and cleared us for takeoff and follow runway heading. He replied the same phraseology to Tower.Upon getting to the runway I noticed that he was using right rudder to get the on the runway center line. As he was adding power; I saw the airplane yaw to the left and I asked him if he was using right rudder. He confirmed that he was and then all the sudden the stall horn came on and airplane airspeed was increasing. The airplane was able to get to roughly 45-50 kts and never rotated and then it suddenly made a sharp turn to the left and got off the runway and ended on the grass.As the airplane got on the grass the emergency procedures were followed to shut the engine off. The airplane left main landing gear had broken one of the runway lights and came to a complete stop about 2;000 feet from the beginning of runway 03.




Synopsis: Part 91 aircraft swerved off the runway during takeoff roll for undetermined reasons.
Date: 201307
Local time of day: 0001-0600
Location: STL.Airport, MO
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B STL
ATC / advisory: Tower STL
Aircraft component: Safety Instrumentation & Information
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Landing on Runway 12R at STL yesterday in a B737-300; we got a windshear warning and initiated a go-around. We went around the pattern and on our second approach we got the same warning. I directed my First Officer to land; and here's why: 1) Weather was VFR day with light winds; 2) Tower reported light winds on all of their instruments and no other reports of windshear; and 3) I also evaluated the highway configuration just short of the runway and felt that it was the main factor.After landing; we asked Maintenance to come to the jet and our Mechanic had the following to say: 1) We get bogus windshear warnings fairly often at STL; 2) Company at some time in the past had evaluated the situation to include some test flights. No idea what their conclusions were; and 3) He was confident it was not a malfunctioning system on our aircraft.Evaluate the windshear system for its tendencies to give false windshear warnings when highway traffic is present near the approach to a runway. Share any pertinent findings with the Pilot Group. Add a note to our STL briefing page.




Synopsis: B737-300 Captain experiences a windshear warning during approach to Runway 12R at STL on a calm VMC day; and goes around. The next approach produces the same warning; but the approach is continued to landing. Highway traffic on final is thought to be the cause.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Dispatch
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Weather
Primary problem: Environment - Non Weather Related

Narrative: Captain was in crew rest. Received SIGMET from [Dispatch] about VA (Volcanic Ash) cloud; reported to be over 100 NM north of current track. Reported previous flights had operated within SIGMET area with no issues. Crossing 180W at level 340; we were initially in and out of the tops of weather and encountered light turbulence. Continuing east; the weather began to break up; and we noticed 'distinctly grey' wisps of clouds and virga like projections.At level; it appeared as grey smog. We confirmed a slow and steady (but slight about 30-40 degrees Celsius) EGT rise on both engines. Re-examining our situation; we concluded a climb and an offset south would clear us from the grey haze and wispy clouds. The wind was about 140 kts. There was nothing of note depicted on the weather radar. We climbed to 350 and offset 4 NM right of course and could visually see that we were clear of the greyish layers below us. We both confirmed that the EGTs (Exhaust Gas Temperature) were normal. All engine indications were normal. We continued for another 10 minutes; monitoring indications. We pressed the EICAS event marker. The weather below us continued to clear; with now only small cumulus clouds low to the surface below us. We did continue to see the grey haze layer below us also. That is when the weather radar picked up strong returns below us; and we documented the event with the pictures provided. We contacted [Dispatch] with our status and location and asked Dispatch to report to ATC. As we passed over the radar returns; they cleared with no further indications. The grey haze also dissipated as we continued east. The Captain was informed and coordinated with [Dispatch] and ATC for a precautionary divert into ZZZ. Possible flight into area of [unforeseen] volcanic ash cloud.


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


Synopsis: Air carrier flight crew and Dispatcher reported an inflight volcanic ash encounter which resulted in a diversion to the nearest suitable airport.
Date: 201810
Local time of day: 1801-2400
Location: MIA.Airport, FL
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower MIA
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Second reporter function: Ground
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While on GCN (Ground Control North) I had 2 aircraft under tow; holding waiting to cross at different locations. One holding short of rwy 8L at L7 and one short of runway 8R at M11. I instructed Tug X to cross runway 8R to which he replied 'Crossing runway 8R'. Tug X was actually holding short of runway 8L and begin to cross runway 8L instead. At the same time Aircraft X was beginning his takeoff roll on runway 8L. ASDE-X alerted and Aircraft X aborted and returned for takeoff.Crossing was issued during a relief briefing. Next time let the relieving controller issue the crossing.


Second narrative: I had just started my shift and we were in the process of a relief briefing for me to take over the combined GC (Ground Control) positions. I was told about 2 tugs currently holding short of runways. Before giving me the position the relieving controller said something along the lines of 'I'll just go ahead and cross him;' meaning the one that was only supposed to cross the closed runway. He apparently chose the wrong one and actually instructed the tug that was holding midfield to the active runway to cross. I mentioned to the GC that the other tug was moving and didn't look to be stopping. The ASDE-X alarm went off and the LC (Local Controller) aborted the takeoff of the Aircraft X departure The tugs on the ASDE-X were primary targets only. They could have been 'tagged up' with their callsigns to alleviate confusion.


Synopsis: MIA Ground Controllers reported a runway incursion due to the wrong tug being crossed at the wrong intersection as a departure starting to roll.
Date: 201710
Local time of day: 1201-1800
Location: SRQ.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower SRQ
Second aircraft: Bonanza 36
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X requested to depart Runway 04. Aircraft Y was cleared to land on Runway 14. Shortly before I had already departed Aircraft Z in the left closed traffic pattern for Runway 14. My attention then returned to watching Aircraft Z pass through the departure corridor of Runway 04 and I cleared Aircraft X for takeoff to turn right heading 220. When I scanned the runways Aircraft Y was at taxi speed and he stopped short of the intersecting runway Aircraft X was departing from. I did not instruct him to but he did. I also tried to cancel Aircraft X's takeoff clearance since I did not issue a hold short instruction to Aircraft Y; but received no response and he departed without further incident. I taxied Aircraft Y off of the runway without further incident.I should have utilized land and hold short instructions and focused on working the runway out and not become distracted.




Synopsis: SRQ Tower Controller reported they cleared an aircraft for takeoff while an aircraft was landing on an intersecting runway.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Special Use ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: SR22
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: This incident occurred while taxiway construction was underway. At this phase of the construction project; all aircraft have to back taxi on the runway either for takeoff or [for] landing. The day of this incident; the winds were favoring 14. I was holding short at taxiway C (a mid-field taxiway) for departure in a Cessna 172. I was waiting for an aircraft to land on 14 before I back taxied for departure. After the aircraft landed; a Cirrus announced he is on a 5-mile base for runway 14. Then I announced that I was back taxiing on runway 14 for a departure on 14. As I was getting ready to Depart; the Cirrus pilot announced that he was on a long final for 14. I announced I am departing 14 and shortly after that; the Cirrus pilot asked if an aircraft was on the runway. Another aircraft replied that there was an aircraft on the runway starting his takeoff roll. The Cirrus pilot replied; 'What should I do?'. As this was happening; I announced that I am taking off 14. As I was taking off the Cirrus was apparently close to me (couldn't tell where exactly; as I was in a high wing Cessna). Then the Cirrus pilot announced that he was going around to my right. In response; I announced I will keep left of the runway; and then I side stepped a bit to the left of the runway. Then Cirrus crossed over me right to left to proceed to join downwind. At this point; I continued at runway heading until turning left crosswind and subsequently leaving the pattern to the east.




Synopsis: A Cessna 172 Pilot reported a NMAC after takeoff while another aircraft was on final causing the other aircraft to go-around.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; Windshear
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were at 11;000 FT MSL on the arrival when the Number 1 (Left) engine flamed out. The aircraft was night VMC between layers at the time of failure. The Captain (PF) called for maximum continuous thrust and started the APU. He then asked me to set 9;000 FT in the MCP. As I began to look up the ENG FAILURE QRH the flight attendants called. Upon answering they said the cabin lights had failed. I told them we had an engine failure and to prepare for a normal landing and I would get back to them. Things were happening fast. Now back in the QRH the engine self started. I placed the checklist aside for the moment but selected FLT on both igniters. We declared an emergency with Approach. Once all engine parameters stabilized normal at idle the PF attempted to advance the Number 1 throttle. We both recognized a muffled compressor stall and the PF immediately retarded the throttle to idle. Seconds later the engine failed again. I told ATC we needed to get on the ground and he asked if we were ready for the approach. The Captain indicated he was ready and I told the controller we were ready for the approach while I double checked the NAV frequency and ident. We were now IMC. He vectored us to an intercept heading just outside the IAF. The engine again self started. I called the flight attendants and told them we had an engine fail but that it was now operating and that everything from their standpoint would be normal. We broke out VMC and I quickly reviewed the QRH completing it somewhere inside the IAF inbound to the FAF. The Captain selected Autobrakes 4. After clearing the runway we asked the emergency vehicles to escort us to the gate. Concerned the passengers and flight attendants may be startled by the numerous emergency vehicles around the aircraft I made a PA explaining what had happened explaining this was precautionary only. I assured them they were safe and that deplaning would proceed normally. ATC provided exceptional service.

Callback: Reporter states that Maintenance replaced the EEC and the high pressure fuel pump for that engine to return the aircraft to service.



Synopsis: Air carrier First Officer describes a number 1 engine flame out at 11;000 FT during descent. An emergency is declared while the failed engine self starts and shuts down two times during the descent and landing.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Learjet 35
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Oil Seals
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Training / Qualification; Time Pressure; Workload; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of FL270; Master Warning lights illuminated; subsequent engine instruments verified actual loss of left engine oil pressure with normal oil temperature indications. Per the Flight Manual; a precautionary engine shutdown was performed and secured per the emergency procedure. ATC was notified of our intention to declare an emergency and return to the departure airport. We; as a crew; decided in order to expedite our return as soon as possible; we would elect to perform an overweight landing instead of dumping fuel over a populated area. An abnormal landing was briefed and conducted without incident. Upon inspection; the engine oil dipstick was found to have a faulty 'O' ring. The aircraft was written up for both the precautionary engine shutdown and the overweight landing.




Synopsis: A LR35 crew declared an emergency and the flight returned to the departure airport after the Master Warning and Oil Pressure Lights alerted the loss of oil quantity because a faulty oil dip stick seal.
Date: 201207
Local time of day: 1201-1800
Location: ZAN.ARTCC, AK
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZAN
ATC / advisory: Center ZAN
Aircraft component: Indicating and Warning - Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Aircraft

Narrative: Fuel system synoptic showed fuel flowing from main tank 2 override pumps despite pumps being turned off (feeding tank to engine). Also showed no fuel flowing from any other center source (main 2 or 3) despite both eng pumps in mains 2 and 3 being selected on. Obviously no fuel was being supplied by ovrd pumps due to symmetrical fuel usage from main tanks 2 and 3. Issue corresponded to a CMC [Central Maintenance Computer] message indicating 'fuel supplied from fwd main 2 ovrd pump despite switch off.' That message was dated the day before we departed. Since the CMC is not a pilot preflight item; but is required of Maintenance; it seems someone should have caught that prior to our flight. Had the fuel actually been fed by an override pump that could not be turned off; we could have had a severe fuel balance issue. Also could have resulted in yet another large aircraft stuck in an out station requiring involved Maintenance. Seems like a trend lately.




Synopsis: A B747-400 flight crew noticed that; although the fuel synoptic was indicating fuel to all four engines was being delivered from main tank number 2--despite both override pumps being off--that fuel was being burned per the normal fuel management schedule.  They then discovered that the Central Maintenance Computer had noted the display fault the previous day; but the anomaly had not been addressed by Maintenance.