elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 1801-2400
Location: ZAN.ARTCC, AK
Flight conditions: IMC
Weather elements / visibility: Icing
Aircraft: Caravan Undifferentiated
Flight plan: IFR
Mission: Other unknown
Flight phase: Final Approach
Airspace: Class D JNU
ATC / advisory: Center ZAN
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Weather
Primary problem: Weather

Narrative: Aircraft X departed JNU for ZZZ; but changed destination shortly after to return to JNU because the pilot reported that ZZZ winds would not allow for an approach. Aircraft X initially climbed to 090; but requested descent to 080 for moderate icing. I cleared Aircraft X back to the JNU airport via direct SSR direct; to expect the LDA Z 8 approach; as requested.I cleared Aircraft X for the LDA Z 8 approach; to cross SSR at or above 060. Shortly after progressing SSR; the aircraft transmitted that they were back in the icing and had 'quite a bit of ice on the wing' and said they were unsure if they would be able to maintain the transition altitude of 056 until LYNNS intersection. The aircraft then descended to 052; below the approach altitude. I issued a low altitude alert; and instructed Aircraft X to climb to meet the transition altitude. Aircraft X reported they would attempt to climb; but were unable and appeared to level off at 050 in a 060 MIA (Minimum IFR Altitude); and requested to transition over to the RNAV W 8 approach via JIGMI; as the approach had a lower transition altitude. Seeing as the aircraft had already progress JIGMI; I asked if they would be able to establish themselves on to a published portion of the approach if I provided a heading to join. the pilot said affirmative; so I issued a 10 degree turn to the right to join the RNAV W 8 approach; and to steer the aircraft away form higher terrain to the NW; as it was clear they would be unable to climb. I then informed the pilot that I was providing priority handling for them. Aircraft X was able to maintain 050 until joining the RNAV W 8 approach; at which time I issued the approach clearance and confirmed that the aircraft would be able to maintain the new transition altitudes of that approach. The pilot confirmed that they would; and was able to safely fly the approach to landing.




Synopsis: Anchorage Center Controller reported C208 encountered icing on approach resulted in decent below MIA.
Date: 201604
Local time of day: 0601-1200
Location: AFW.Airport, TX
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground AFW
Second aircraft: Small Transport
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Staffing
Primary problem: Ambiguous

Narrative: While exiting ramp; [my First Officer] contacted AFW ground. We were given taxi clearance to taxi Via A to Rwy 16L. Upon reaching H; [my First Officer] yelled. I immediately applied max braking and noticed Aircraft Y. One controller works clearance delivery; ground and tower. The workload is too high and communications are difficult at best during busy times. I have found this confusing multiple times.


Second narrative: [The Captain] and I taxied out and turned onto A to taxi to runway 16L. An aircraft took off at the end of 16L as we made the turn to A and tower cleared Aircraft Y to line up and wait. Taxi checks were done at this point and I looked for Aircraft Y to pull onto the runway at the end on 16L. I did not see Aircraft Y so I looked to H for an intersection take off and again; no Aircraft Y. At this point we were approaching the intersection of A and H taxiways. I saw a flash of light on my right side; looked; and there was Aircraft Y. Aircraft Y was coming out of H from the right to left. I yelled at [the Captain] and he applied full brakes and turned us away from Aircraft Y. Aircraft Y saw us at this point and applied the brakes. When we came to a stop; I guess there was less than 30 feet from his prop to my cockpit window. Aircraft Y rolled backwards; and told us over the radio that we would clear if we continued to taxi. We advised tower of what happened; and he did not know that Aircraft Y was not on the runway. After a few minutes to gather ourselves; we continued to the end of 16L and continued the flight. ATC clearly did not know where Aircraft Y was in relation to us. Aircraft Y accepted a line up and wait clearance when he was nowhere close to the runway. When taxiing; always be scanning for traffic. Always.


Synopsis: Air carrier flight crew reported having to make an abrupt stop to avoid a collision with another taxiing aircraft at AFW.
Date: 201807
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Flight conditions: IMC
Weather elements / visibility: Turbulence; Rain; Thunderstorm
Light: Daylight
Aircraft: Challenger CL604
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Climbing out of FL330 we requested a deviation from Indianapolis Center right of course for a thunderstorm top. Denied deviation by Center until FL350. Entered tops of thunderstorm. Could not maintain directional control; course; or altitude; due to severe turbulence. ATC questioned us if we had deviated from course and told us to expedite climb to FL350 in 30 seconds or less. We informed unable to comply and reported out of FL340 at ATC request. After being handed to the next Center Controller; Indy Center asked us to contact them after landing.


Second narrative: After breaking out of a cloud deck we noticed a thunderstorm build up in front of us. We requested a deviation from Indianapolis Center to the north for the weather but were denied. We informed them we would need a turn soon. They authorized a deviation left of course; however; we informed them that would put us deeper into the storm. We experienced severe turbulence and were unable to maintain altitude or heading control. ATC asked us if we were deviating and we informed them we were not as we attempted to control the aircraft through the turbulence. They asked us to expedite our climb to FL350 and reach it in 30 seconds or less and we told them we were unable. After clearing the weather the controller told us on frequency we couldn't deviate without their permission and we informed them that we hadn't; we were unable to maintain heading due to turbulence. They gave us a number to talk to them about it after landing; which my Captain did.


Synopsis: CL604 flight crew reported altitude and course deviations resulted from an encounter with severe turbulence associated with thunderstorm activity.
Date: 201708
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: A319
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: Rudder Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial climb out the aircraft was noticeably flying out of trim. The captain hand flew the aircraft up to 18000 feet. At that time autopilot #1 was selected on. We expected the autopilot to trim the rudder to achieve coordinated flight. The autopilot did not trim the rudder and in order to maintain heading the ailerons were significantly out of a streamlined position. The autopilot was then turned off and the plane immediately banked left until the captain manually corrected the roll. The controls were turned over to the first officer at this point. Autopilot #2 was selected on to see if it would properly trim the rudder. It did not trim the rudder and we again turned the autopilot off. Now manually flying the plane; we trimmed the rudder manually to about 1.4 units of left rudder trim. The plane was now flying coordinated and autopilot #1 was selected on. The autopilot then gradually trimmed the rudder up to 4 units of left trim maintaining coordinated flight. After calling maintenance and crew discussions; it was decided to return to ZZZ to have maintenance check out the rudder system. The crew informed ATC that we wanted to return and descend so as to burn off as much fuel as possible and not land overweight. The remainder of the flight back to ZZZ was uneventful. Because of local weather our arrival and approach was shorter than expected and we landed approximately 2500 pounds overweight. Maintenance was fully debriefed and the plane was taken out of service.




Synopsis: A319 Captain reported that the Autopilot was unable to trim the aircraft.
Date: 202109
Local time of day: 1201-1800
Location: TYR.Airport, TX
Flight conditions: VMC
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground TYR
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Situational Awareness; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: I was taxiing from a ramp area to the runway; I was calling the Ground Controller and watching for a taxi hold line. There is no taxi hold lines painted on the area nor any taxi signs present in this area. The Ground Controller began calling [another] aircraft instead of responding to my initial call and began to tell me that I had entered a controlled movement area and needed to call the Tower on the phone. I copied the number and called them from the cockpit on my phone as soon as I could taxi clear of the movement area. He told me of the possible pilot deviation. I have since checked the area on the ground and from aerial photos and airport diagrams. There are no taxi hold lines or signs present in the area as depicted in the AIM or airport diagram legend. There was no other traffic on the taxiway and no traffic conflict occurred.

Callback: Reporter stated airport involved is Tyler; TX (TYR).



Synopsis: GA pilot reported a taxiway incursion at TYR airport attributed to no hold lines or taxiway signs as depicted in the AIM or airport diagrams. Pilot also had communication problems with ATC.
Date: 201208
Local time of day: 0601-1200
Location: FOK.Airport, NY
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class C ISP
ATC / advisory: TRACON N90
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I've been flying and talking to the NY TRACON for 35 years now out of ISP (Long Island; NY). Over the past couple of years or so I've noticed that the controllers are getting more reluctant to accept pop-up IFR clearances. Two years ago I requested a pop-up IFR clearance because of unexpected IMC and the Controller said that I would need to file with Flight Service. I called the TRACON after landing and the Controller said that sometimes pilots request pop-ups when they only want a practice approach and that if I want to get the controllers attention; I should tell the controller that I am about to go IMC. This past weekend another pilot on frequency requested a pop-up because of a broken layer at 1;200 FT and the Controller said that they were no longer able to accept pop-ups because 'Flight Service is now a private company'. I'm not sure what the connection is but I believe safety is being compromised.




Synopsis: General Aviation pilot voiced concern regarding ATC handling by N90; noting the Controller's reluctance in issuing a pop-up IFR clearance unlike in previous years.
Date: 201302
Local time of day: 0001-0600
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: Autoflight System
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Human-Machine Interface
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Ambiguous

Narrative: The airplane was unable to slow from 280 to 270 and descend at the same time to cross WOOKY at FL260 and 270 KTS. It's not an airplane issue; it is a physics issue with the crappy TSHNR1 RNAV STAR.


Second narrative: Prior to descent we discussed and verified proper altitudes and speeds programmed in the FMGC.  In the descent; however; the green donut several times showed us high when in reality we were low on the profile. We tried to 'recruise' to fix the issue but were still not confident in the information calculated by FMGC. Due to the confusion we did get high and I mentioned to First Officer he needed to take action.


Synopsis: An A320 flight crew was unable to comply with the crossing restriction at WOOKY on the TSHNR RNAV STAR to DEN.
Date: 201201
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Aileron Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb I felt the aircraft needed more trim inputs than usual. At level off I decided to check the maintenance display page for flight controls to make sure the trim settings and spoiler positions were normal. That is when I discovered that the aileron wheel input showed 29.4 units of aileron wheel to the right. Maintenance Control and Dispatch were consulted. The flight deck crewmembers; Dispatch; and Maintenance agreed that the safest thing to do was to return to our departure airport. Fuel was dumped enroute and we made an uneventful landing at about 626;000 LBS. Fuel jettison began at XA30Z at FL320 [and] fuel jettison terminated at XB15Z at FL230.




Synopsis: A B747-400 Captain experienced unusual trim requirements during the climbout. A review of the Flight Control EICAS display page revealed the existence of 29.4 units of right aileron trim. After dumping fuel the flight returned to their departure airport for maintenance.
Date: 201307
Local time of day: 1801-2400
Location: RNO.Tower, NV
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Piper Single Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class C RNO
ATC / advisory: Tower RNO
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I started my descent into [descent] as normal. Once; I established communication with Tower; they advised me to take the right downwind for 34R. I had already had my flaps deployed while trying to get established from my descent and into the traffic pattern. Everything was going as a normal controlled landing should be. I Looked down to confirm that I had 3 green; it appeared as I did. I continued on with the approach; Tower then cleared me for [a different runway] instead. I came onto final; everything was looking perfect. Once I touched down on the runway; the wheels hit the ground soft and felt like a normal landing. I slowly eased the nose down as I was still in the process of the landing phase. As soon as I did it felt like the wheels collapsed and the props started to hit the ground. As soon as I heard the props hit I killed both engines. Looking at the aircraft on the runway; my opinion there was limited [damage] to include: ground damage; nose landing gear; minor damage to step; and as such does not rise to substantial damage per FAR. Once the aircraft was towed to the FBO; and runway was cleared I called Tower and asked if there was anything [they noticed] with the landing gear. They stated that they looked and verified by binoculars that is was indeed down.




Synopsis: PA23 pilot reported the landing gear collapsed on landing even though he saw three green lights on the approach.
Date: 201506
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Light: Night
Aircraft: Aerospatiale Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Landing
Airspace: Class E ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Time Pressure
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: We received a call for [medical] transport of a patient to ZZZ. Due to radar returns showing heavy rain approaching the ZZZ area; I replied that we could take the patient to ZZZ1 hospital; but not to ZZZ. I was aware of a TFR over the ZZZ1 area earlier during the day; but that TFR expired at XA:24 local time. Upon receiving the call; I verified on the FAA TFR website that the TFR was not still active. It did not show up on the FAA TFR Map website; on the Weathermeister website; or on Foreflight App on the iPad. However; the following morning the TFR was in effect once again; effective XJ:05 local to XU:00 local. Since; unknown to me;  the cause of the TFR still existed during the flight; I believe the TFR may have been in effect during my flight; but it was not shown on even the FAA TFR-map website.Because I believed the TFR to be non-active during the time of the flight; I did not contact approach to obtain the proper transponder code to penetrate the TFR. We did successfully transport a patient having a medical emergency to ZZZ1 hospital.




Synopsis: Helicopter pilot believes that he may have passed through a law enforcement TFR; during a patient transport; that did not show up on any web sites or the Foreflight app on the iPad.
Date: 201411
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Pilatus Porter PC6
Operating under: Part 91
Flight plan: None
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Propeller
Component problem: Malfunctioning
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on a downwind approach when I made a power adjustment and the propeller surged against the governor. I quickly reduced power and the aircraft began to slow dramatically and began to descend.. I turned the aircraft towards an open field; rolled wings level; and put the aircraft down resulting in a hard landing.. the result was complete failure of the landing gear as well as a prop strike. The tailwheel was undamaged as well as the wings and tail section. The fuselage seemed to take most of the impact after the gear and prop. After the landing I secured the aircraft and contacted the FAA. I have flown this aircraft for 2 years and have never experienced this before. I believe that the prop went into beta/reverse which explains the sudden deceleration and loss of altitude. I sustained no injuries in the incident. This is my first incident and I have played the incident over and over in my head.. If I had more altitude when the malfunction occurred what could i have done differently? Not sure if the outcome would have been the same due to the wooded area. I believe I would of ended up in the trees.




Synopsis: PC-6 pilot experiences a possible propeller malfunction in the traffic pattern resulting in a dramatic increase in drag and an off airport landing.