elihoole/asrs-aviation-reports huggingface dataset:
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windy; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Landing
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While coming in to land in the C172; a strong right crosswind had developed; causing me to put in a crosswind correction with the left rudder. As I was coming in to land at ZZZ; approximately 20 ft. off of the ground a gust had occurred; causing me to put in even more crosswind correction. The rear two wheels touched down with no issue; and then the nose wheel touched down with some left rudder correction still in place; causing the nose of the plane to veer left on the runway at 65 kt. Not wanting to overcorrect the plane and cause damage to self; plane; or surrounding structures; I took the opportunity to safely guide the plane into the grass to the left of the runway.




Synopsis: C172 pilot reported a runway excursion during a crosswind landing in order to avoid injury and property damage.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During flight training; the student pilot flared aggressively resulting in the airplane being 4 or 5 ft. above the Runway at low speed with flaps fully extended. I told the student to go around. He delayed but added full power after a second or two. He then raised the nose abruptly resulting in an immediate stall warning. I attempted to lower the nose but the student remained on the controls and continued to pull back. As a result; I was unable to reduce the angle of attack. The airplane stalled and began to roll and yaw to the left. The airplane was only a few ft. above the Runway. The student released the controls but the aircraft was stalled and had no control effectiveness. I reduce the thrust to idle to arrest the incipient spin and the airplane landed on the left main landing gear. It was not a hard landing but the airplane continued to roll to the left. The left wingtip contacted the Runway surface. We were then at about a 45 degree angle to the Runway Centerline and exited the Runway into the grass. I regained directional control and brought the airplane to a stop.There were no injuries. As of this writing; the only damage I am aware of is a cracked and broken plastic wing tip and some slightly bent aluminum at the left wing tip. Mechanics are inspecting the airplane now.




Synopsis: C172 Flight Instructor reported student improperly attempted landing; lost control; which resulted in runway excursion and aircraft damage.
Date: 202202
Local time of day: 1801-2400
Location: BED.Airport, MA
Flight conditions: IMC
Weather elements / visibility: Snow; Icing
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground BED
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Weather / Turbulence; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather; Airport
Primary problem: Airport

Narrative: After a non-eventful landing at BED started our taxi. Made the turn from a snow covered taxiway onto a taxiway that had just been swept but not sanded; all 3 wheels lost traction simultaneously and we began to slide sideways to the edge of the taxiway. Only one main (right) and the nose-wheel barely entered the snow and the left main was still on the taxiway. Due to the existing conditions the rate of taxi was slower than normal which prevented the aircraft from sliding at a fast rate or traveling far resulting in zero damage to the aircraft. [Ground crew] was able to successfully tow the aircraft out and to the FBO where a Mechanic did a thorough inspection which verified no damage and the aircraft was returned to duty. I believe the sweeping of the taxiway revealed the underlying ice sheet; had it been sanded or not swept at all I believe the incident could have been avoided.


Second narrative: Taxiing in at BED went from snow covered taxiway to one ice covered that had been broomed but not sanded. We were taxiing very slowly; but in the turn went into a slow slide into grass. No damage was done as only one main was in snow bank;and nose was just off taxiway. [Ground personnel] came out and pulled us out. We had mechanic inspect everything; and we were on our way the next day.


Synopsis: Small jet flight crew reported loss of directional control during taxi in snowy and icy conditions at BED that resulted in an excursion off the taxiway.
Date: 201708
Local time of day: 1801-2400
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Aircraft: Small Transport; Low Wing; 2 Recip Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented; Flight Crew Landed As Precaution
Contributing factors: Airspace Structure; Aircraft
Primary problem: Aircraft

Narrative: Aircraft X was IFR when he requested a destination change. I issued the clearance 'Cleared to the ... airport via direct; descend at pilot's discretion; maintain one zero thousand; ... altimeter' The pilot stumbled a bit on his readback and added something at the end that was unreadable; but I figured it was the reason he was diverting; so I asked him to say again the last part. He responded that he had a left alternator issue. I asked if he needed any assistance; and he said 'no'.I then tried to communicate with the pilot about NOTAMs and have him report receipt of weather; but got no response. I later observed the aircraft descend below the MIA (Minimum IFR Altitude); down to 9500 feet. Since he had reported an alternator issue; I could only imagine that he'd lost radio contact and had the field in sight and was commencing approach. He later got back on radio and said he had been off the radio listening to weather. I restated one zero thousand as assigned altitude and he climbed back up. Upon review of the radio tape; the pilot did not read back the assigned altitude when I initially cleared him to his destination.I would question when a pilot doesn't readback an altitude clearance. Even though the only thing technically required of them to read back is a hold short clearance; the language says pilots 'should' readback altitude assignments; and I as a controller can solicit a readback.




Synopsis: A Center Controller observed a diverting aircraft with an alternator problem descend without a clearance to an altitude below the Minimum IFR Altitude.
Date: 201202
Local time of day: 0601-1200
Location: FAR.Airport, ND
Flight conditions: IMC
Weather elements / visibility: Fog; Icing; 0.5
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing; Taxi
ATC / advisory: Tower FAR
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure; Distraction
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Incursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors; Airport
Primary problem: Ambiguous

Narrative: I was on an IFR flight to FAR flying freight on board. Conditions at FAR was IMC with ATIS reporting ½ mile visibility and 200 overcast with fog. The Tower reported 4;400 RVR when I was cleared to land on Runway 36. I saw the runway at minimums and landed safely. While taxing on the runway the Tower requested a breaking action report and cleared me to exit right onto Charlie. I reported the breaking action as fair to good; but upon reaching Charlie and starting my right turn the plane started to slide past the taxiway. I noticed that I had gone too far past the taxiway to continue a right turn onto it and applied left break and differential power to make a tight left turn that allowed me to get on Taxiway Charlie. I was so relieved that I did not go off the runway that I failed to inform the Tower. I thought I was taxiing at a safe speed but failed to take into account that the edge of the runway might be slicker than the center of the runway. There was no other plane waiting to takeoff at the time or on approach to the runway.




Synopsis: A pilot reported that after landing on FAR Runway 36 he was instructed to exit right on Taxiway C but because of ice slid past Charlie and made a tight left turn back to exit on C but did not notify the Tower of the incursion.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Aircraft Logbook(s)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Illness / Injury
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Manuals; Company Policy
Primary problem: Human Factors

Narrative: Flight Attendant was removed from flight due to COVID exposure. Pre-flight complete with review of AML. Airplane swap from a Type 1 to a Type 0; due too no FA replacement. Running behind schedule. Pre-flighted aircraft and apparently did not verify AML which was left behind and in Maintenance hands. Could have sworn both First Officer and I had hands on! Departed to ZZZ1 without AML.Rushed.I always turn around and confirm that AML is on board at the stage of the checklist when it's announced. Obviously a lack of attention on my part. Still can't believe it happened.


Second narrative: During pre-flight the CA and I conducted our respective preflight duties; including the Before Start Checklist. At the line item AML and flight forms; we both verified that the AML was on the aircraft. The CA then placed it in the CA side bin. At XA:25 I was notified by the Duty Chief that Maintenance reported the AML for aircraft and XXX was left in ZZZ.Unknown; as we do not know how the AML was left behind. In the future I will be more vigilant in checking that the AML is onboard once the flight deck door is closed.


Synopsis: Air carrier flight crew reported departing without the Aircraft Maintenance Logbook (AML) onboard.
Date: 201710
Local time of day: 0001-0600
Location: ZOA.ARTCC, CA
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Procedure; Company Policy; Airspace Structure
Primary problem: Procedure

Narrative: Aircraft Y was slow climbing out of 16000 for 19000 feet and head on with Aircraft X who was descending out of 26000 feet via the RAZRR star. I called the Center sector to give them a heads up and gave them a data block on Aircraft Y. I called the TRACON sector to ask what his plan was for the two aircraft. The TRACON sector said; 'Oh; i took a point out on him'. It seems like TRACON was working Aircraft Y. Eventually; the TRACON departure sector picked up the line and gave me control for turns to separate the airplanes that were in the TRACON Arrival sector airspace. I explained that I wasn't in communication with Aircraft Y and he was outside of my airspace now. I couldn't do anything to save it. He needed to talk to the Center sector. The center Aircraft X to TRACON instead of issuing an amended altitude of 20000 feet to Aircraft X. To save what was looking like a bad near miss TRACON issued a panic vector of 130 (50 degrees rt) to Aircraft Y.The TRACON Arrival sector is the only sector that knows about both aircraft.  They should not take a point out on an aircraft they have traffic for in anticipation that Center will climb the aircraft. The TRACON Supervisor looked at the FALCON radar replay and said; 'Well; if you guys would have climbed Aircraft Y; this wouldn't have been a problem'. THIS IS NOT A SAFETY CULTURE RESPONSE. What happens when the aircraft doesn't take a frequency change? The TRACON Arrival sector needed to issue a heading that would keep Aircraft Y safe from Aircraft X.I would have been unable to safely climb the Aircraft Y without a strong turn to the north.




Synopsis: ZOA Center Controller reported the adjacent TRACON sectors took point outs on aircraft that were head on into confliction instead of taking communication and control of the two aircraft.
Date: 201309
Location: ZZZZ.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Incorrect / Not Installed / Unavailable Part; Equipment / Tooling; Aircraft
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: The Red Quarter-Turns [latch brackets] used to secure the [Service] carts in place are too short on the B777D to also secure the doors. On this flight; all carts were latched closed. On takeoff; I watched as the aft-facing carts in First Class (F/C) Galley rocked back and forth; causing the latch to move upward. I could not get to it before the door unlatched itself. The door swung open and five racks of glasses and coffee mugs fell out and smashed to pieces on the Galley floor! The Quarter-Turns just barely reach the top of the cart door; but with movement; they are ineffective at preventing the door from opening. They need to be replaced with the longer ones found on other versions of the B777.




Synopsis: A Flight Attendant reports the Red Quarter-Turn latches used to retain First Class galley service carts were too short to secure the cart doors during takeoff. Five racks of glasses and coffee mugs that fell out were smashed to pieces on galley floor on a B777-200 aircraft.
Date: 201809
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During preflight checks; L AOA heat amber msg; CA (Captain) ran the system reset procedure; which cleared the msg. We boarded late; everything was done and we pushed back. After we started Eng 2 and the push; we ran our after start checklist and L Static heat msg displayed. We ran appropriate system reset off-gate procedure but message did not clear. We called Maintenance ran the reset procedure one more time; but the message did not clear. We returned to gate; kept passengers on board until we got information from Maintenance that this was going to take a while to fix; so in coordination with Dispatch and Ops; we deplaned. The aircraft was eventually fixed; pushed off of the gate again; late. We then took off without any issues.As we were on cruise at FL220 and getting ready to start our briefing for the approach into ZZZ; we got L 10th Duct red warning and aural warning. I maintained PF (pilot flying) duties and took over the radios; and CA ran the appropriate QRH checklist. The message did not clear after running the QRH procedure; and it required us to land at nearest suitable airport; to bring the L thrust lever to idle; and land at flaps 20. We decided the nearest suitable airport was ZZZ; weather was good and runway was a suitable length for safe landing. CA then [advised] ATC; and told them we did [not] need any special assistance. CA then started communicating with the FA (Flight Attendant); Dispatch/Ops; and prepared for the approach. He then made an announcement to the passengers notifying them it should be a normal landing.Once the approach was fully setup; CA took over the PF duties and conducted the approach and landing. We landed at flaps 20 without any issues.




Synopsis: CRJ First Officer reported observing a pneumatic duct overheat warning while in flight.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation Latitude (C680A)
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Communication Breakdown; Confusion
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other downwind abeam numbers
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Inbound to ZZZ airport cancelled IFR when Center switched us to CTAF. Was told there was another aircraft inbound to airport; and that we were much faster. Announced 12 miles NW planning overhead left downwind entry to Runway X shortly after a Comanche reported South of the airport for Runway Y. After our call Comanche stated 'we will use Runway X also so we will both be going the same direction.' After fully configuring on downwind and turning base leg to Runway X the Comanche states on CTAF 'I have you in sight and will be flying right underneath you.' I said to SIC 'WHAT??? Why would he be doing that.' SIC looking out right window says 'I see him at 5 o'clock and that's exactly what he is going to do.' 'He will be coming out your side.' I looked out the window and see him at 8 o'clock directly behind left wing. I said 'does he think he is landing ahead of us?' SIC asked him 'to pull off his approach and come around behind us.' He agreed to do that. When he approached our aircraft on right rear our TCAS indicated -200 ft. Based on my sighting of him I'd say that was accurate. Based on where he was versus where we were I can't figure out how he thought he would land on Runway X before us. The position I saw him at would have been a right downwind for Runway Y. Certainly not on final approach to either runway. I would expect to see him at 12 0'clock when I'm on base if he is on final landing before us. After he landed he taxied to hangars on the north side of the field; so appears to be based at this airport. I can't in any way make what this guy did make sense. Arrogant and stupid to think it's a good idea for a single engine airplane to fly directly under jet engines. I'm hoping you figure out who this was and can hopefully prevent this from happening again.




Synopsis: CE680 Captain reported a NMAC while on downwind for the active runway.