elihoole/asrs-aviation-reports huggingface dataset:
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While flying [a short flight] in a Nieuport experimental; the VW engine began to fail. Carried out a precautionary landing in a vacant grass field. Fixed loose battery wire. Flew aircraft out.




Synopsis: Experimental Nieuport aircraft pilot reports engine failure and lands in a grass field. A loose battery cable is properly connected and the aircraft departs.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Nosewheel Steering
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Ground Personnel; Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Preflight of the aircraft was normal. As the ramp agent attached the pushback tug to the aircraft he asked us if we could straighten the nose wheel. I told him over the headset that I could but would have to activate the nose wheel steering to do so. I then instructed him to make sure he and all equipment was clear of the nose wheel to which he said it was. I then turned on hydraulic system power and activated the nose wheel steering via the tiller. I then disengaged the nose wheel steering and turned off the hydraulic power. The ramp agent then appeared to unhook the tug from the airplane and reposition the tug to hook back up to the airplane from off the left side of the nose wheel on an angle. He then hooked up the airplane to the tug; lifted the nose of the airplane; and said he was ready for pushback. We obtained a pushback clearance and he proceeded to push us back normally. After the pushback was complete I set the parking brake and told him he was clear to disconnect. He unhooked the tug from the airplane and set the nose of the airplane down. As he slid the 'tray' of the tug out from under the nose wheel it felt to us in the cockpit as if the nose wheel was turning as the tug slid out from under it. Obviously we could not see the position of the nose wheel from the cockpit during any of this. The ramp agent then informed us that the nose wheel has turned 180 deg and we then called maintenance control. We never touched or activated the nose wheel steering or hydraulics after the initial time in the gate when the ramp agent asked us to straighten the nose wheel.




Synopsis: The Captain of an Embraer reported that after push-back the nose wheel was completely turned around.
Date: 201507
Local time of day: 1201-1800
Location: P03.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Operator: Government
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZAB
ATC / advisory: CTAF P03
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Government
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: Conflict NMAC; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While flying westbound approximately 8 miles north of P03 at 8500 feet MSL we encountered a small grey UAV (possibly a Hunter) followed by Aircraft Z acting as chase. UAV was slightly below us and crossed in front of us from left to right. Aircraft Z crossed underneath us. Collision avoidance was taken by climbing and turning to the Southwest. Approximately 8 minutes prior to the event I called on CTAF 122.8 of our location over P03 and received no response. After seeing the UAV and Aircraft Z I called once again on 122.8 and no answer was received. The UAV and Aircraft Z continued to the North and no change in altitude or direction was seen.




Synopsis: Pilot took evasive action to avoid a UAV and the chase airplane behind it at 8;500 FT near a local airport.
Date: 201305
Local time of day: 1201-1800
Location: ZBW.ARTCC, NH
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Human Factors

Narrative: I was working R46 combined with low traffic complexity and volume. I had both of my frequencies on and in my headset; (126.22 and 118.42). I heard a tone in my ear and looking up I saw that it was something transmitting on 126.22. At first I thought it was an unusual stuck mic since a pilot had just transmitted. Upon investigation; I found out that the frequency that I had heard the tone on was released to maintenance. When asking why that frequency was on at the sector; one of my coworkers said they had been informed by the OMIC desk when opening the sector; that we could use that frequency. I would recommend that if a frequency is Released To Maintenance (RTM); a note be made on the ESIS board displayed in the area. Also; maybe the OMIC desk should utilize their TV for their own ESIS board so this miscommunication doesn't happen again. Another suggestion; when a frequency is RTM have the supervisor/CIC temporarily take it off the VSCS so these tones can't be heard; and can't be harmful for the controller.




Synopsis: ZBW Controller experienced a loud tone in his/her head set only to discover that an assigned frequency had been released to maintenance.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on an IFR flight with my student to ZZZ. Upon departing ZZZ1 my student mentioned that the aircraft engine didn't sound right. I was unable to detect a distinctive difference to be of any concern; so I decided to continue the flight. At 5;000 feet and roughly 10 NM away from the ZZZ airport on the XXX; there was an audible bang from the engine and a loss of 300 RPM from the engine. I tried exercising the throttle with only 2;300 RPM at full throttle. I reduced the throttle and ran through the engine roughness checklist. None of the items on the checklist remedied the loss of power or engine roughness. The mag check resulted in roughly 1;000 RPM drops for both; but the engine continued to operate; just at reduced power. I made the decision to divert to ZZZ airport. I called Center to cancel IFR and go into ZZZ under VFR. I was able to land the aircraft without further incident. It is important to note that the mag check on the run up was within limits. This event could have been caused by a maintenance issue. I think that it is important to heed the alerts from all of those on board. I could have paid more attention to my student mentioning the noise from the engine. I might have been able to detect an issue before we were enroute.




Synopsis: Instructor pilot reported a rough running engine coupled with power loss and elected to divert to make a precautionary landing.
Date: 201709
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During landing; student pilot had the controls; under instruction. Student pilot made an otherwise good approach from the pattern; to the runway centerline. As student pilot began round-out; and to gradually reduce the power; the student pilot unexpectedly veered to the left. Aircraft touched down on the grass and instructor applied corrective pedal in an attempt to avoid striking runway edge lights. As aircraft decelerated and corrected towards runway centerline; the edge of the left landing gear struck and knocked over two of the runway edge lights. Aircraft was inspected to have no damage. Notification was made to the airport manager the following morning.




Synopsis: C172 flight instructor reported the student pilot drifted and touched down adjacent to the runway edge. While correcting back to the runway; contact was made with runway edge lights.
Date: 201508
Local time of day: 0001-0600
Location: ZAB.ARTCC, NM
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I released Aircraft X to 130; SYD [Subject Your Discretion] with the inbound ROVE. Aircraft X checks in saying he's flying runway heading; despite his filed flight plan and assumed clearance to be KSAF..ZZZ. I ask him if he was assigned runway heading by SAF and they said no. He appeared unsure what to do. Had a little back and forth with him and basically told him to turn on course. I tried not to imply course guidance below the MIA as best I could; but he was flying directly at mountainous terrain immediately NE of the airport and needed to start his turn. This has happened more than a few times at SAF lately; though I don't know if it's purely pilot action or in concert with tower instructions. Scary situation for him and me both though. Pilots simply don't appear to respect the terrain; and when they file routes; they just expect ATC to take care of the problem. Incidentally; I had planned on putting in a new route to ZZZ for him for weather; but never got around to it before SAF called for release because my workload was too high with traffic with the combined sector 94.This appears to be a pilot problem; and someone is going to get themselves killed eventually. From my end everything was normal until he checked in.




Synopsis: ZAB Controller reported of traffic coming off SAF airport that do not know where they should be heading and enter a lower MIA [Minimum IFR Altitude]. Controller states this has happened more than a few times and is concerned that the terrain is higher on the route they are flying as opposed to what they file.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Clear; 10
Light: Dusk
Aircraft: Aerobatic
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Other Tailwheel
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Ground Excursion Taxiway
Detector: Person Flight Crew
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: The landing was excellent; Rollout of the aircraft was straight and smooth. When reaching for the toe brakes; I had a left brake but no right break. The toe brakes are little round pads on the top outsides of each rudder and are not easily identified with your toes even with soft sole shoes which I wear to fly in. I did not realize my foot had slipped off or was not on it properly until it was too late. The aircraft took a left direction as I was wishing to slow down. I let go of the left brake and caught it/straightened it with the right rudder. Right after I had it straight; I removed my right foot to lift it higher up to engage the right brake. The aircraft took a sharp left direction went onto the grass which with then full right rudder and the right brake did not help. The slope away from the runway is very steep and the aircraft was not able to be brought back up onto the runway; so I kept it straight and aimed at the taxiway; With the airplane tailwheel not willing to provide steering since it was on grass and the slope was still steep; the aircraft slid over the other side of the taxiway. The aircraft refused to turn right with all my efforts; so my next choice was to hit trees and or a building; so I choose to ground loop the airplane to avoid the trees and building. NO damage was done to any property including taxi signs or even lights. The aircraft came to a stop 180 degrees to the landing direction. No one was hurt in any manner since the speed was not very fast. The right gear leg collapsed as it stopped and the prop hit the grass and broke one of the tips. The engine was shut down and everything was turned off. The Runway XX is a challenging runway since there is zero room for error.




Synopsis: Private pilot did not have proper foot placement and lost control of the aircraft during the landing rollout. The aircraft  had a prop strike and right main gear failure.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Viking/Turbo-Viking 17-30/31
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Aircraft component: Propeller
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Other CFI-G
Human factors: Confusion; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: I went to the ZZZ area to pick up a Super Viking that a customer wanted me to fly/train with him to ZZZ1.  The aircraft was coming out from an annual inspection and I inspected it as an airplane out of serious maintenance. I noticed some play in the prop blades but it was consistent on all blades; and coming out of inspection; I assumed that it was the way the prop was.When we landed in ZZZ; I had the prop inspected by a mechanic who found the prop 'questionable' and recommended not to fly the aircraft. Prop was dismounted and sent to a prop shop which found the prop non airworthy. I had never seen a broken prop and I pride myself to inspect and teach to inspect CS props very carefully.  Maybe we should have more documentation about props.




Synopsis: BL-17 pilot reported the propeller had excessive movement in the blades and decide to have maintenance inspect it after a flight and it was found to be non airworthy.
Date: 201907
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection; Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Ramp tried to close out flight with Hazmat Pit 6 with only 10 bags. Advised [they] needed 15 bags. Ramp moved Hazmat to Pit 4 but could not close out due to nesting system. Crew advised to return to gate. Captain advised he needed more fuel. Ramp moved bags. Flight departed 56 minutes late.




Synopsis: Air carrier ramp personnel reported aircraft ground return to correct Hazmat cargo incorrectly configured for air transport.
Date: 202010
Location: MDW.Airport, IL
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Parked
ATC / advisory: Tower MDW
Reporter function: Other / Unknown
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Airport; Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: There is an important FDC NOTAM (#5631) that adds climb gradients to all runways in Chicago for the MDW 5 Departure. It is currently on page 7 of a 14 page packet under 'Station Information FDC NOTAMs.' Being 'buried in the NOTAMs' is no excuse to miss this; but the chances of it being missed are high. This might deserve explanation as well.  Crews seem to have a limited understanding of climb gradients and this one applies to 2900 feet in Chicago. All directions; not just toward downtown. It is in the weather packet but deserves more attention perhaps the front cover of the weather packet or in a safety publication.




Synopsis: A Pilot reported an important change to the MDW5 SID climb gradient is easy to miss in the NOTAMs and should be highlighted in a more prominent area of their pre flight.
Date: 201409
Local time of day: 1201-1800
Location: SQL.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Cruise
Airspace: Class E NCT; TFR SPORTING
ATC / advisory: TRACON NCT
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: I was flying a peninsula tour to Crystal Springs reservoir; and then proceeding south to Stanford stadium via the Santa Cruz mountains (west of SQL) with two passengers. Prior to the flight; I had checked Sky Vector for any active TFRs as I usually do. There was a game that day at Stanford stadium; which I thought had ended; as it no longer showed up in a Sky Vector; and it was past the proposed end time. Typically; when there is a TFR over Stanford stadium we will stay at least 3 NM from the stadium and above 3;000 MSL; or we will take a different route entirely. However; this time I did not because to my knowledge the TFR was no longer active. As I was approaching the stadium at 2400 feet (well above Palo Alto's; PAO; airspace) I noticed that the stadium was still about half full of people. At that point I attempted to make a turn towards the south to try and put as much distance from my aircraft and the stadium as possible. I then contacted San Carlos tower for a clearance to approach and land on runway 30. It was after I landed that I was informed by San Carlos that Palo Alto tower wished for me to call a phone number in response to a possible pilot deviation. From what I have learned; the game may have gone into overtime or was in some other way extended; thereby rendering the TFR still active. Through my typical means of checking TFRs; I was unable to discover this prior to the flight.




Synopsis: PA28 pilot reports inadvertently entering a stadium TFR which had apparently been extended and did not show up on Sky Vector.
Date: 201512
Local time of day: 0001-0600
Location: ORD.Airport, IL
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ORD
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Distraction
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: After we came out of the clouds there was a blinding sign 'sporting arena' that was so bright it was distracting and made it hard to discern runway lights until very close in. We were both surprised by its brightness and wondered how it could be legal by the FAA to have such a sign uncovered on the top.




Synopsis: Air carrier flight crew on approach to ORD had difficulty picking up the runway lights after breaking out of the clouds due to the sporting arena sign west of the airport.