elihoole/asrs-aviation-reports huggingface dataset:
Date: 202111
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Cruise
Airspace: Class D HWD
ATC / advisory: TRACON NCT
Second aircraft: Light Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Time Pressure
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Deviation - Altitude Overshoot; Deviation - Altitude Undershoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Aircraft X is on a base turn heading 200 for the GPS approach into HWD. Aircraft Y is on a 050 heading to pass behind my traffic. I clear Aircraft X for the approach heading 260. Aircraft Y starts turning left into my traffic to apparently join V334. I tell Aircraft Y to turn right heading 090 immediately for traffic. The pilot hesitates and apparently has some kind of pitch malfunction which caused them to descend into a 040 ft. MVA. I issue the low altitude alert and tell them to climb immediately but they're all over the place climbing and descending above and below my assigned altitudes. They get in the way of the SJC departures climbing to 050 and almost got into the way of the SFO arrivals. I issue multiple headings and altitudes and they did not comply. I asked if they required any assistance and they say they're working something out. Once they're finally on a stable heading and altitude I ship them to Sunol.Since I have been working Mulford/Grove; I have never seen an aircraft just turn to join V334. Apparently; the SOP exit route for Toga is V334 or a 050 heading. I have only ever seen aircraft on 050 headings from Toga. I obviously had traffic at 050 inbound to HWD. The Toga Controller should've reached out and asked what I wanted or just vectored Aircraft Y. SOP exit routes do not trump our duty priority as air traffic controllers. You do not ship a deal to another controller. The SOP exit route needs to change to 050 headings only.




Synopsis: NCT TRACON Controller reported an airborne conflict which turned into an aircraft being below the MVA and having an aircraft equipment problem.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Balloon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Landing
Reporter organization: Contracted Service
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Lighter-Than-Air
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Police / Security Involved
Contributing factors: Weather; Aircraft
Primary problem: Weather

Narrative: On an early morning flight with 2 passengers after a nice flight up the valley in a strong; favorable high pressure weather pattern with surface winds in the 5-7 MPH area. After several landing approaches in variable but gentle winds (and an attempt to land at the airport with other balloons); winds became calm in the final phase of the flight; making steerage difficult and landing opportunities scarce. After drifting towards then hovering stationary over power lines at approximately 100 to 150 feet; in control of the balloon but running low on fuel at this point; I ascended to catch a wind that would move us away from and thus avoid the hazard. I drifted over a pine grove (about one acre); attempted a field landing within 2 rows of pine trees. The balloon descended to treetops so that passengers and pilot could 'walk' the balloon to the edge of the field by pulling on high branches from the basket and thus slide to the edge of the field. The balloon descended lower between two pine trees; holding the balloon like a funnel. The only corrective options at this point were to climb down the trees or lower the balloon to the ground. I chose the safer option; venting heat so the balloon would slowly deflate as trees guided us down. 10 feet from the ground; I vented further to reach the ground. This turned out to be the safest landing decision giving the circumstances; a decision that resulted in no injuries - my primary goal given the situation. First responders arrived to assist. All the passengers and the pilot were safe and walked to vehicles for the return ride to the launch site. No injuries. No property damage. Passengers refused EMT attention. First responders assisted balloon crew in carrying balloon and basket out of the woods. Negligible damage to aircraft. The pilot has considerable flying experience in this area and familiarity with the terrain. The flight two days prior was the same direction in a similar weather pattern; with a normal landing that was literally 300 yards west of the pine grove. Given passenger weight; ambient temperature; the conditions were well within parameters for a safe balloon flight.




Synopsis: Hot air balloon pilot reported landing in the trees.
Date: 202201
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Light: Daylight
Aircraft: PC-24
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C SNA; Class E ZLA
ATC / advisory: TRACON SCT
Second aircraft: B737 Undifferentiated or Other Model
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: On the arrival into SNA we encountered three bouts of wake turbulence. Two of them were severe; one was moderate. I was Pilot Flying. During the first encounter; we were at about 16;000 feet MSL. Winds aloft were from behind us at about 12 knots. A  B737 was about 8 miles in front of us. Our aircraft banked rapidly and steeply; but the autopilot stayed on and corrected. We notified ATC of a wake turbulence event; and they said we could slow down. The second encounter happened shortly after the first; and was at least as severe. I did not take note of the bank angle. I disconnected the autopilot to maintain control of the aircraft. We were close to a crossing restriction; so I hand flew until after that crossing; at which point I turned the autopilot back on. ATC slowed us and gave us vectors off course. Eventually; they vectored us behind the B737 again and we encountered the wake yet again; but the roll was more moderate in nature. I hand flew the visual approach after that point; staying slightly upwind of the localizer and above the glideslope. Upon landing; we had a white Aircraft Exceedance CAS message. I called Maintenance and sent the aircraft  files.




Synopsis: PC-24 Captain reported multiple wake turbulence encounters on descent into SNA in trail of a B737.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The First Officer was flying the aircraft and we were cleared for the visual; backed up with the RNAV (GPS) Runway XXR. Tower requested us to slow to our slowest practical airspeed for traffic landing in front of us on the crossing runway. Knowing that we also had traffic following us on our runway; I anticipated that we would need to exit quickly once we landed. We had previously briefed to exit the runway at T; but upon landing I took control of the aircraft earlier than usual when Tower requested that we exit sooner than planned at N. I slowed the aircraft using manual brakes at a quicker rate than normal; and once we were at a safe taxi speed I started to turn off the runway but was not able to complete the turn because the tiller wheel jammed up. I had to stop the aircraft thinking we might have a Nose Wheel Steering problem; which left us partially on the runway. I had the First Officer immediately report that we were having trouble exiting the runway. Without hesitation; Tower sent the aircraft following us on a go around and asked if we needed assistance. But I then had a chance to assess the situation and realized that due to the rapid deceleration rate; my black sunglass case had slid forward and got jammed underneath the tiller wheel arm preventing it from rotating any further. So we advised Tower we had control of the nose wheel steering and that we did not need any further assistance.This situation could have been prevented had I secured any loose items; but it was a lesson well learned. We did take appropriate action advising Tower immediately and stopping the aircraft to prevent any excursion from the taxiway. The other aircraft was not in conflict since Tower had them go around.




Synopsis: B757-200 Captain reported that when they attempted to exit the runway he was unable to rotate the nose wheel because the tiller wheel jammed.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff and initial climb of an IFR Training Flight; the aircraft began [an] uncommanded pitch up and pitch down movements; then began pitching up.The instrument student attempted to control this by using the electric trim controls on the left side of the control yoke and was unsuccessful. Several seconds later; the red 'pitch trim fail' indicator light illuminated and the aural beep commenced.  The aircraft began another uncommanded pitch up; at which point the instructor took control of the aircraft; reduced thrust substantially; regained level flight; and cycled the Master Switch on and off to attempt to either re-set or disable the electric pitch trim. After that; the electric pitch trim became inoperative. Manual trim inputs were effected to stabilize the aircraft.The instructor requested priority handling with Approach; and requested clearance to return and land at ZZZ; which was then-slightly behind the aircraft.Aircraft control was regained and the electric pitch trim was inoperative; but because of the aforementioned runaway trim; the manual pitch was positioned for a nose-high attitude and was difficult to manipulate.  Thrust inputs and flaps were primarily used to stabilize the aircraft's descent with minimal trim inputs for fear of setting off further un-commanded pitch trim changes.The instructor was able to land the aircraft on Runway XX at ZZZ; without incident or requiring any assistance.  The aircraft was taxied to the ramp and parked.




Synopsis: PA28 instructor pilot with a student (pilot flying) reported experiencing uncommanded pitch up and down movements during takeoff followed by a pitch trim fail indication resulting in a return to departure airport.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 8
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: After landing on Runway 6; the plane rolled for about 50 yards then abruptly veered 45 degrees to the left and settled on the grass. The plane was not damaged. There were no injuries and there was no damage to airport equipment. I was able to taxi to parking and inspected each wheel and could find no apparent cause. I then looked at the parking brake handle and noticed that it was slightly pulled out.




Synopsis: C177 pilot reported a loss of control and runway excursion during landing rollout.
Date: 201509
Local time of day: 1201-1800
Location: SJU.Airport, PR
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ambulance
Flight phase: Taxi
Airspace: Class C SJU
ATC / advisory: Tower SJU
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X called for his clearance to ZZZ airport.  His clearance was not available and I informed the pilot that I did not have his clearance. After about 3 minutes the pilot called again; and as I was trying to verify if the flight plan was in the system; the clearance popped up and I issued the clearance to the pilot. I do not remember seeing the FRC (Full Route Clearance) remark for a full route clearance on the strip I used to give the clearance to the pilot. Within a few minutes after issuing the clearance; I noticed the strip was removed from the system; I immediately reached out to the pilot informing him that his clearance was removed from the system and that I was going to try to find out what had happened. I called ZSU flight data to find out what the problem was and the controller (whose initials I do not remember) told me that he had removed the flight plan because he had two. I told him I had only one in my system and he said that he would send me the other one; and not to worry about it. I received the second strip and I did not look carefully to notice that there was an FRC remark on the strip. I then inform the pilot that the clearance remained the same and that his new squawk code was XXYY. Just short of departing the local controller informed me that the strip still had an FRC remark on it; which without thinking; I removed without questioning or informing the pilot that he had a full route clearance. When I got home my supervisor called me and asked if I had forgotten to issue the full route clearance to which I said no and informed me that the aircraft was on a closed route (I believe it was L455; which apparently was closed for weather). I do not know the outcome of the aircraft.Regardless of how quick things might be done; and how incomplete a coordination is made between controllers; we should always stick to the basics and read the entire strip looking for changes prior to telling a pilot that his read back was correct; in order to assure the safety of the pilots and the passengers in the NAS. A flag should have raised in my head after noticing that there were two strips; which is usually an indication that something changed and that a full route clearance (FRC) shall be issued.




Synopsis: An SJU Controller failed to issue a full route clearance after missing the note in the remarks of the flight plan. Aircraft became airborne on a closed airway.
Date: 201509
Local time of day: 1201-1800
Location: MEM.Airport, TN
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Tower MEM
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were rerouted. Taxiing out we noticed significant mileage difference. I stopped airplane parking brake on and called dispatch. I discussed with dispatch that we did not need an alternate. I read new clearance to him and asked if we were good on gas with alternate or did we need to go back to gate to refuel. He said we were good to go with reroute and would send numbers via Acars. I checked fuel on flight plan on MCDU 2 and also on progress page and was satisfied with fuel on board. We had 11.6 for takeoff. After Takeoff we received Acars message that said not to takeoff and that he would run numbers without alternate. I then realized I should have waited for numbers before we got in the air. The numbers we received via Acars were sufficient. We landed with 5.2 fuel load. Flight was completed safely there was never an issue with too low fuel.


Second narrative: Captain had called me for a reroute to destination. He waited on the phone to see if he had enough fuel to depart. When I submitted the reroute; I never changed the reroute number in the flight planning tool. The numbers that came back where the original route numbers; and I told Captain he had enough fuel to depart. I told him I would ACARS him the numbers. When I was preparing his ACARS with the new numbers; I realized I had the original route in. I immediately ACARS him and told him not to depart yet and that I ran the wrong numbers. At that point; I wasn't sure if he had departed yet or not. When I sent him the correct numbers; I realized he had departed already. He had enough fuel; but I had to remove the alternate from the flight plan; which wasn't required for the destination airport. The flight continued with no disruptions.


Synopsis: EMB-175 flight crew reported receiving a reroute at the gate but not informing Dispatch until after pushback. The route is significantly longer; but the Dispatcher made an error in calculations and told the Captain not to depart. Airborne the error is detected and the alternate is legally eliminated providing sufficient fuel for the flight.
Date: 201908
Local time of day: 0601-1200
Location: APA.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Eclipse 500
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class D APA
ATC / advisory: Tower APA
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on an IFR flight from ZZZ to KAPA and was receiving vectors to KAPA for a visual approach to Runway 17L. I was not familiar with the area and could not call the airport until I was very close to the runway. I was still with KAPA Approach when they cleared me to descend to 8000 ft. About the time I started descending I called the airport. I was about cleared for the visual approach to Runway 17L and told to contact KAPA Tower. I contacted the Tower and was cleared to land Runway 17L. I was only a few of miles from the end of the runway and was too high to land from that position. I asked the Tower if I could initiate a 360 turn to lose altitude and was told negative. I then started towards the runway making an S turn and asked if I could do a couple of S turns to lose altitude. Tower informed me no and that I had encroached on the airspace for Runway 17R and to fly runway heading; climb to 8000 ft. and contact KAPA Approach/Departure; which I did. Approach gave me vectors for a right downwind for Runway 17L; was then give a visual approach for Runway 17L and sent back to Tower. KAPA Tower cleared me to land and had an uneventful landing and taxi in. KAPA Ground Control called me as I was taxiing and gave me the Towers phone number to call; which I did. I gave them my name; address; contact information; and my pilot certificate number. I asked what the next step was going to be and they said it would be reported to the KAPA FSDO and that I probably will being getting a phone call from them. Looking back at the situation and what got me there was being kept too high and being cleared to land from that high position very close in. In hind sight I should have initiated a go around and not try S turns to descend. There were other airplanes in the pattern at the time on both Runway 17L and R; but I knew no one was on final Runway 17R. If I am ever put into this position again I will just do a go around and not risk encroaching on another runway.




Synopsis: Eclipse 500 pilot reported Tower notification of airspace encroachment of parallel runway while executing 'S' turns on final visual approach.