elihoole/asrs-aviation-reports huggingface dataset:
Date: 202110
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: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Result: General Evacuated
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: I was on final approach for Runway XX into ZZZ. The winds were 100 at 6 and I configured the aircraft with two notches of flaps and was approaching around 65-70 kts. Prior to my landing; a 767 landed and a Cessna Citation departed. I planned to land to avoid the wake turbulence. I applied proper crosswind correction on final and I successfully avoided the wake and touched down where I desired to. The main gear touched down and then followed the nose gear. Suddenly the aircraft veered to the left and the right wheel lifted off the ground. I lowered the right wheel and made it a priority to keep the aircraft straight and have all the wheels on the ground. After ensuring that; the aircraft began to drift to the left and exited the runway into the grass. I then shut down the engine and kept communicating with ATC until the trucks arrived. I am unsure to why this happened; but after examining the tire marks; I believe the left brake might have either locked up or became stuck; causing the situation. I am confident that I did not have too much crosswind correction or accidentally tapped the brake upon touchdown. I believe this could've been a problem with the aircraft. Prior to this landing; I completed a touch and go with no issue. After a thorough debrief with the Chief Instructor of the flight school and pending inspection by the mechanic; we concluded that there was no action that I could've taken differently.




Synopsis: C-172 pilot reported departing the runway surface after landing due to suspected brake malfunction.
Date: 201402
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon Climbing out of FL300 the First Officer (Pilot Flying) noticed Hydraulic ELEC Pressure light flashing on the overhead panel. I pulled up the Hydraulic page on the lower DU. We saw the Hydraulic Qty depleting. By the time we got the QRH out it had gone to zero. We complied with the QRH; declared an emergency; TESTED the flight attendants and advised ATC we needed to return to the departure airport. We landed Flaps 15 landing. We made a comment to each other the speed was not much faster if not the same as other Flaps 30 landing. After landing Fire Rescue advised there was lots of smoke coming from the brakes. They asked if we wanted to taxi a little to let them cool off. So we proceeded down the parallel taxiway to the runway without using the brakes but letting it roll. After about 30 seconds they advised all the smoke had stopped abruptly. We proceeded to the terminal and deplaned the passengers. Fire Rescue came to the cockpit and advised the smoke was caused by Hydraulic Fluid dripping onto the warm brakes. The Brake temperature was normal and not hot at all.


Second narrative: [Narrative #2 contains no additional information.]


Synopsis: A B737 lost hydraulic fluid during climb so an emergency was declared; the QRH completed and flight returned to the departure for an uneventful landing.
Date: 201707
Local time of day: 0601-1200
Location: FOD.Airport, IA
Flight conditions: IMC
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class E FOD
ATC / advisory: CTAF FOD
Reporter organization: Personal
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Passenger
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Landed As Precaution
Contributing factors: Weather; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Flying as an 'extra set of eyes' for a pilot friend; we inadvertently flew into a class E surface airport with weather below VFR minimums. When approximately 10-15 miles west of FOD; we picked up the AWOS weather and observed the field was barely above VFR minimums: 1000 ft Broken; 10 SM visibility. I pointed out to the pilot that there was an airport 10 miles northwest of our position that was reporting VFR; in case FOD went below minimums. The pilot elected to continue to FOD to take a look. After descending; we picked up the AWOS again and observed the clouds were now at 800 ft broken. Already being below the clouds and 2 miles from the airport; the pilot elected to continue and land at FOD. Looking back; this was probably the safer option at that point; already being under the cloud deck; but we never should have gotten to that in the first place. The landing was uneventful and we waited on the ground until the weather raised back to VFR minimums; and departed for the rest of our trip. Lessons learned: I should have been more forceful with the pilot on the suggestion of going to the alternate airport that was VFR. The pilot may not have understood that FOD was class E and the weather minimums associated with class E. It was ignorant to proceed into deteriorating weather; when a viable alternate was so close.




Synopsis: A flight instructor observer pilot reported not being assertive enough and allowed the pilot; who was presumably operating under VFR; to proceed to and land at an airport that was below VMC.
Date: 201910
Local time of day: 1201-1800
Location: OGG.Airport, HI
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C OGG
ATC / advisory: Tower OGG
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I was cleared for a Visual Approach. We were instructed to not leave 3;000 feet before turning base and complied. We turned base; Flaps 5; doing 170 kts. Tower gave an abrupt traffic alert for a Helicopter at 12 O'clock. I kept my turn going and tightened it up. Never got to a TCAS but might have if not for the Tower warning. On final yet another Helicopter popped up so had to stay high for this one. Not sure what is going on in OGG. Been flying here close to ten years and have been getting a lot of Helicopters pop up where; in my opinion; they should not be. The first Helicopter hovering on the 3 degree glide path was egregious. Surely there are some sort of course rules? Can someone please call the Helicopter operators and advise them. Good job by the Tower Controller. Talk to the Helicopter companies.




Synopsis: Air carrier flight crew reported VFR helicopters were flying through their final approach course and causing a conflict.
Date: 201603
Local time of day: 0601-1200
Location: ZBW.ARTCC, NH
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZBW
ATC / advisory: Center ZBW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Procedure; Human Factors
Primary problem: Chart Or Publication

Narrative: Aircraft X checked in climbing to 14;000 feet on a 017-heading. The heading was unreadable to me. RADAR controller cleared to climb; he was pointed out to sector 47 already. The pilot checked back and made a correction to the initial heading he gave us; he said instead he was on a 180 heading. The RADAR controller acknowledged and cleared the aircraft direct BUZRD; on course. Aircraft read back and verified what sounded to us as BUZRD. Shortly I noticed the aircraft was making a sharp right turn into sector 47's airspace. I notified the sector 18 RADAR controller immediately and initiated a call them with sector 47 RADAR controller. I initiated a point out as I didn't know what the aircraft was doing; heard the sector 18 RADAR controller issue a left turn which I passed along to 47; and the sector 47 RADAR controller stopped his traffic at 16;000 feet. After that call; we quizzed the pilot as to what had happened. He advised us that he was cleared via the BLZZR3 SID; while we showed him cleared via the SSOXS4 departure. Once we verified his routing; we got him back on course. It turns out the flight plan the aircraft showed as issued and what the pilot had in front of him were two different things. The pilot says he was cleared on the BLZZR3; and he was reading back direct BLZZR. To us; the aircraft would have no reason to read back BLZZR; it's not on the SSOXS4 departure and it sounded to me like an odd pronunciation of BUZRD. Also note that it seemed that the co-pilot and pilot were sharing radio responsibilities and I remember hearing two distinct voices reading back at different times.The Controller in Charge (CIC) happened to be there to observe the whole event and he took over the situation of discovering what happened with the routing.Change BUZRD fix to something not similar to other departure fixes; in this case BLZZR. This should never be an issue if the aircraft's routing is correct; but they sound very similar and this is now a confirmed issue.




Synopsis: ZBW controller reported of a similar sounding fix that the pilot had entered and was flying towards. Aircraft was questioned and the confusion of the fix name was determined to be part of the problem. ATC had one clearance the crew had a different one.
Date: 201909
Local time of day: 1201-1800
Location: ANC.Airport, AK
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Light Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ANC
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: Number 1 for takeoff from Runway 7L; holding short full length waiting for clearance due to wake turbulence. Aircraft X landed on Runway 7R and received clearance to cross the left at Golf. As they entered Runway 7L; we received our clearance. I completed my final item flows; released the parking brake; and commenced a rolling takeoff. Aircraft X had completely crossed the Runway boundary at this time and was moving through the hold short as we took the Runway; I ignored it and set takeoff power. At 40 kts. or so Tower cancelled our takeoff clearance and I rejected the takeoff; confused but compliant. The Controller directed our attention to Aircraft X; which had stopped partway over the hold short line. As soon as they cleared; we received our clearance and resumed our departure.




Synopsis: Light Transport Captain reported rejected takeoff by ATC due to Air Carrier failing to clear runway safety area.
Date: 201901
Local time of day: 1201-1800
Location: ELP.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ELP
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related; Airspace Structure; Chart Or Publication
Primary problem: Procedure

Narrative: Cleared for a visual into ELP Runway 8R we entered a straight in around 6 to 7 miles. Roughly 5 miles west of the airport is a mountain range 6;000 to 6;500 MSL with towers to the right and left of the final approach course. Following visual approach guidance (only approach guidance available to this runway) it appeared that if we followed the advisory glide path we would be dangerously close to the terrain and obstruction. Uncomfortable with the sight picture a level off was initiated between 7;500 and 8;000 feet. During the level off an obstacle proximity aural was heard and a brief climb avoidance aural. Having full sight of the obstacle to my right and lower I remained at the level off altitude until clear. A stabilized approach was obtained just before 1;000 AFE and a normal landing occurred. Runways 4 and 22 were closed and landing 26L would have been with a tailwind greater than 10 KTS with reporting weather conditions at the time. First time landing Runway 8R in ELP and dealing with the terrain and obstructions to the west. Without an instrument approach or a charted visual to Runway 8R or some type guidance this puts pilots at a disadvantage. A crossing restriction over the terrain and obstacle would be helpful but I feel that leveling at any higher of an altitude would then make a stabilized approach much harder to achieve. A greater than 3 degree glide path would be required and a flight idle decent that close to the ground presents its own dangers. A charted visual with approach profile inside of the terrain would be useful. I believe that comes with its own challenges being in close proximity to the boarder just south and Biggs AFB to the north. Having experienced this during the day time I would weigh heavily my options and be inclined to decline this visual approach at night.




Synopsis: Air Carrier First Officer reported experiencing a CFTT incident while on a visual approach to ELP airport.
Date: 201201
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Communication Breakdown; Confusion; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Chart Or Publication
Primary problem: Ambiguous

Narrative: On the WEVIC SID the PDC said WEVIC2-CDC; which isn't actually a transition; so both the Captain and I misread this to mean that we should do the WEVIC to WEVIC and then go as filed to MLF and then CDC. But in fact we should have followed the departure all the way to CDC. Both of us misread this and failed to check the WEVIC chart against the FMS. ATC cleared us in the climb to FFU; but since it wasn't on the departure we asked and they said they thought we were a different aircraft type; but to go ahead and go as previously cleared. The next Controller then told us we were not following the SID correctly. He recleared us to CDC and the flight continued normally. The event occurred because both the Captain and I misread the PDC. It wasn't clear since WEVIC-CDC isn't a transition in the FMS. We should have put in the CDC transition to get the correct fixes; but there really isn't any documentation that says that. Next time I will be more careful in matching waypoints on the chart with the FMS.




Synopsis: A CRJ200 departed on the SLC WEVIC TWO RNAV with a PDC clearance of WEVIC CDC transition but CDC was not a FMS transition option; so the crew flew WEVIC MLF CDC and was notified that routing was incorrect.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Trainee
Reporter qualification: Flight Crew Student
Human factors: Workload; Training / Qualification; Situational Awareness; Distraction; Confusion
Second reporter function: Pilot Not Flying; Instructor
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: I Student pilot report that on [date] I was on my first Solo Cross Country flight from ZZZ to ZZZ via ZZZ1 and ZZZ2. Everything went well including the landing at ZZZ1. After departing ZZZ1 westbound to ZZZ2; the reported winds were unprecedented and unexpected. I was following the aircraft's POH for landing configuration with flaps full. I listened to the AWOS at ZZZ2 to confirm the reported winds. On landing Runway XX; the wind from the right side suddenly pushed the aircraft's right wing up and I landed off center line with side load which caused the aircraft to go onto the grass. I vacated the runway on [taxiway] and another instructor who was also flying to ZZZ2 instructed me to get off to the ramp area to check the aircraft. Checking the aircraft; there was no visible damage to the aircraft's structure. Company was notified then I waited for my Instructor and we came back to ZZZ safely.Corrective action: remedial training on ground and flight.


Second narrative: The Student Pilot was landing Runway XX at ZZZ2. During landing; the wind that was reported slightly crosswind and was blowing from the right side; suddenly pushed the aircraft's right wing up after touching down the runway which caused the aircraft to veer off unexpectedly slightly of the runway to the taxiway. The student vacated the runway to the ramp area to check the aircraft. No visible damage to the aircraft's structure. The student was flown back to home base airport by his instructor. Debrief was performed. Remedial training was conducted.


Synopsis: Student Pilot reported loss of control and a runway excursion during landing due to strong winds.