elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear; 10
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Taxi
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: After the morning preflight task of checking weather; NOTAMs; and the aircraft; I departed for my morning flights. No applicable NOTAMs existed for the first two airports. While enroute to my second airport; Center gave me a NOTAM that Runway XX/XY was closed for the day. ZZZ asked me to report checking weather and asked for landing intentions. Upon listening to the AWOS; the winds were being reported between 13007 and 14007. I elected to do a straight in to Runway XZ/XA; accepting the light crosswind and tailwind; both of which I estimated at less than 5 kts.The runway length was 3002 feet and dry. I had previously landed on this runway with light crosswinds and no trouble. The approach end of XZ sits at a small bluff. The runway has a crown at the intersection of XX/XY and XZ/XA beyond which a downhill slope exists. I planned the approach to the numbers but at the last moment I experienced a slight updraft that caused me to touchdown long. The longer touchdown was created by a wind shift directly from behind and the subsequent updraft from the bluff.Immediately upon landing brakes and reverse thrust was applied. I crossed the intersection of the runways and was on the downhill slope. Once I realized I may not be able to stop; it was too late for a go-around. Continuing the stopping action was my safest action. The aircraft came to rest half of the end of the runway. I shut down the aircraft and completed a walk around when I observed a REIL lying on the ground and propeller damage.After the fact; there were two things that should have or could have been done. Refuse landing and go on to next destination. I should have made the landing into the predominant forecast of 17008 with the later TAF. Estimating winds from the south at 15-25 kts.




Synopsis: Air taxi Captain reported landing long and experiencing a runway excursion.
Date: 202109
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown; Human-Machine Interface
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: During RNAV XXL ZZZ we had a TCAS RA with an VFR Rotary traffic @ approximately 3 NM from touch down. ATC didn't provide separation between IFR and VFR traffic in control airspace.




Synopsis: C560 Captain reported a TCAS RA with a helicopter while on approach. Captain further stated that ATC failed to provide traffic separation.
Date: 202109
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Departed SJC for ZZZ; encountered aircraft upset at FL 364 due to close proximity and below Boeing 777 at FL 370. No injuries or aircraft damage were apparent.

Callback: Reporter stated he was surprised at the intensity of the wake turbulence.



Synopsis: B737 Captain reported an upset climbing through FL364 after encountering wake turbulence from a B777 at FL370.
Date: 201907
Local time of day: 0601-1200
Location: ZAB.ARTCC, NM
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: PC-12
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [We were] issued a clearance to descend and maintain 13000 ft. We began descent with autopilot engaged and failed to set the appropriate altimeter setting. The autopilot captured normally; however our altimeter setting was set to 30.43; instead of the 29.98 for the destination airport. This put us vertically in conflict with another aircraft as we were now almost 500 ft lower than we would have been. After discussing the event with my First Officer I determined that we should have set the appropriate setting immediately; instead of waiting for the new automated weather to update. It was due to update any minute. We should have asked for the updated setting instead of waiting.




Synopsis: PC-12 Captain reported an airborne conflict resulted from an altitude deviation related to improper altimeter setting.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were in level flight at 3;000 MSL when cleared for a visual approach to 17R. When the Captain selected approach/land mode the aircraft started an uncommanded high pitch/high power right turn. The Captain re-selected 3;000 FT; but we continued the high power/high pitch turn. The Captain disconnected the autopilot and started a descent with the autothrottles still commanding high power. The First Officer selected 2;800 FT in control panel multiple times but the autothrottles did not respond. The Captain then disconnected the autothrottles. Landing was uneventful; but the aircraft had climbed to nearly 4;000 FT before we regained control.




Synopsis: An MD-11 flight crew was surprised when the aircraft entered a climbing right turn and the autothrottles advanced commensurately when the approach/land mode autoflight mode was selected. They disconnected the autopilot and autothrottles but gained nearly 1;000 FT before regaining flight path control.
Date: 201303
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
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 Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We got a Cabin Altitude EICAS warning message at FL400 and executed an emergency descent to 10;000 FT per QRH; declared emergency and diverted. Upon initial descent we turned off course 30 degrees and informed ATC of the deviation. Once settled and stable at 10;000 FT we completed appropriate checklists and completed the diversion with no further events.




Synopsis: B757 First Officer experiences a Cabin Altitude EICAS warning message at FL400. An emergency is declared; descent initiated; and a diversion to a suitable airport is planned.
Date: 201409
Local time of day: 1201-1800
Location: EISN.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream Jet Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A EISN
ATC / advisory: Center EISN
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While in oceanic cruise flight; we received instruction via CPDLC to contact Shannon Control at a specified time.  VHF radio contact was made at the appropriate time and a normal 'radar identified' message was received with ensuing instructions to proceed after point DOGMA; direct to point NUMPO.  After zooming in my map display; I discovered that we had a two mile right of track offset for SLOP and that we had not removed the offset prior to our Oceanic exit point.  The track message clearly states that SLOP will be removed prior to the Oceanic exit point.  No mention of our not being at the Oceanic exit point was made by the controller and the rest of the flight proceeded uneventfully.  The primary cause of this incident was that only part of the crew was aware of the offset as it was made while the third pilot was off the flight deck in crew rest; and that pilot neither asked for or received a briefing as to the particulars of the current phase of flight.  Better CRM would have prevented this situation; as well as the pilots on the flight deck maintaining a continuing awareness of the fact that a SLOP had been inserted into the flight plan and the need for its removal prior to Oceanic exit.  More thorough inter crew; transfer of flying pilot briefs will be conducted; as well as a review of general basics of Oceanic flying procedures.




Synopsis: Gulfstream Captain discovers after exiting oceanic airspace that the 2 NM SLOP has not been removed as directed by the track message.
Date: 202012
Local time of day: 1201-1800
Location: OKC.Airport, OK
Aircraft: Small Transport
Airspace: Class C OKC
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter function: Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Observer
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: On left downwind for Runway 35L OKC at 3;000 feet; co-pilot reported seeing a quad-copter drone approximately 15 feet from the left wing tip.




Synopsis: Reporter on a small transport aircraft stated they had a drone sighting during approach to OKC airport.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Pax Seat
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During preflight on Flight XXXX I was notified by the flight attendants that I needed to talk to the maintenance guy on board about a problem with the overwing emergency exit row seats. The maintenance guy showed me that all of the emergency exit row seats tray tables folded down and blocked the exit rows on this [new] interior. This is in direct violation of FAA directives of nothing blocking the emergency exits. I entered it into the maintenance log and was assigned another aircraft after a long debate with the flight office.Outsourced Maintenance installed the wrong seats at the overwing emergency exit rows.Replace seats at emergency exit rows with proper seats on all [new] interiors. Until then aircraft should be removed from service.




Synopsis: B737 Captain reported that incorrect seat type with fold down tray tables were installed at overwing exit row in violation of FAR.
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Confusion; Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Vehicle
Detector: Person Flight Crew; Person Ground Personnel
When detected: Other pushback
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During pushback from gate the tug operator stated that we had a problem. He then stated that we were loose. Suspecting that we might have a breakaway I asked him if we had a breakaway. He never responded with the term 'breakaway.' His communication was confusing and non-standard. I noticed that the tug was separating away from the aircraft and then the tug operator appeared to chase the aircraft in an attempt to catch up with it. As the aircraft came to a stop the tug continued to approach the aircraft until contact was made between the tug and the aircraft. Maintenance and operations were notified and a maintenance entry was made.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737 flight crew reported they were unsure if their aircraft broke away from the towbar because the tug driver was using nonstandard verbiage.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Fire/Overheat Warning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My takeoff; reduced thrust power.  This is our third flight of the day with this aircraft.  After gear up and just prior to 1;000 feet; we get a fire warning on the left engine.  The First Officer silences the bell and we note that the engine indications look normal.  The First Officer declares an emergency and Tower asks us to switch to Departure Control; which we do.  The First Officer then gets out the Engine Fire/Damage/Separation Checklist.  After level off; the fire light went out as soon as the throttle was pulled to idle.  There were no indications of severe engine damage/separation.  In fact; the fire light never came back on and the left engine indications were normal throughout the flight.  We make a climb to 3;000 feet and followed ATC headings for a return to land on XXR.  On downwind; I gave control of the aircraft to my First Officer so I could brief my flight attendants and make a PA to the passengers.  On crosswind with the gear down; I took back control of the aircraft.  I kept the left engine running during the flight and flew a visual approach to XXR with an uneventful landing.  Approach and landing were made with the left engine at idle.  After landing; I stopped straight ahead on the runway and immediately made a PA telling the passengers to remain seated while the First Officer started radio contact with the Fire Chief.  The Fire Chief made a complete circular inspection of our aircraft; including a thermal scan of the left engine.  He stated that all looked normal and we requested taxi to our gate.  We shut down the left engine during taxi to the gate.  I would like to add that ATC was very helpful and seemed to anticipate what we wanted/needed.


Second narrative: [This Report contains no additional information.]


Synopsis: A MD-83 Left Engine Fire Warning alerted at 1;000 feet after takeoff but extinguished when thrust was reduced; so an emergency was declared and the flight returned to the departure airport with engine running where a thermal scan detected no abnormal heat.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Training / Qualification; Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: After landing; a wind gust picked up the right wing; the aircraft started to pivot on the left main and we went into the grass next to the taxiway. We struck a taxiway light before exiting the grass. The winds were 230/6 on ATIS during descent.




Synopsis: A C172 instructor pilot reported striking a taxiway light after losing directional control following the landing.
Date: 201703
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EC130
Operator: Air Taxi
Operating under: Part 135
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: The aircraft was shutdown in accordance with the shutdown procedures check list. After the engine was turned off and the main rotor RPM was at approximately 120; the flight medic opened the right side cabin door and stepped out of the aircraft. The winds at the airport were approximately 260 degrees at 15 knots. The aircraft was parked on a dolly that was oriented approximately 90 degrees to the wind - on a heading of approximately 170 degrees. The winds blew on the cabin door to the point that the air piston that holds the door at about 90 degrees in the normal open position broke loose from the aircraft mounting point and the door opened to a 180 degree position with the top of the door being above the cabin level in this position. During this event; the rotor blades were slowing down - thus drooping to a lower point in the rotation path. The rotors struck the top of the door breaking the door window and damaging the top edge of the door. All the rotor blades were damaged as well due to the door strike. [Suggestion: inspect] cabin door air piston for defects.




Synopsis: EC130 pilot reported damage to the cabin door and rotor blades when the main cabin door was blown past the normal position; allowing the rotors to contact the top of the door.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Citation II/SP (C551)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Aircraft component: Antiskid System
Component problem: Failed
Reporter organization: Corporate
Reporter function: Single Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just to raise awareness of a potential problem with anti-skid systems on Cessna aircraft. Normal approach and landing. Initial braking action good; anti-skid released; then reapplied brakes a couple of times; then released completely; cycled anti-skid switch with no effect; emergency brake had no effect either. Manufacturers emergency/abnormal checklist states'in the event of anti-skid failure; be prepared  to use the emergency brake'.




Synopsis: Citation pilot reported failure of the Anti-Skid Braking System on landing rollout.