elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Location: LAX.Airport, CA
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Automation Aircraft Other Automation; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Shortly after takeoff from LAX we received a message (to be honest I'm not sure if these are correct or not because we were very busy at that time) of either VERIFY FMC-GPS or VERIFY IRS-FMC. I was the PM and looked at the various position pages and noticed nothing unusual. It was not until we were told to go direct to a point in LNAV and the Controller questioned where we were going. I responded with the waypoint and about that time noticed that the ANP was more than 2 miles off. I then told ATC that we may be more than 2 miles off course and that we needed radar vectors and had no FMC/RNAV capabilities. We switched to VOR navigation at that time and were given a reroute that complied with our capabilities. I saw that the ANP (Actual Navigation Performance) went as far as 12 miles off course and later noticed that the IRS positions were very far off. Our map display did not match anything at that point and we switched to the VOR display. On approach to ZZZ I noticed that the GPS was regaining its proper position and the ANP was normal by the time we were on final approach. After landing we had to wait for our gate so at that point with the aircraft parked I looked at the position page again and noticed that the FMC and GPS agreed but the IRSs were still very far away. I left the IRSs aligned at the gate for Maintenance to troubleshoot and once they boarded I explained what I saw.




Synopsis: B737NG Captain reported a track deviation occurred when his position sensing capabilities were degraded for unknown reasons.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 2
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Personal
Operating under: Part 91
Flight plan: SVFR
Mission: Personal
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness; Time Pressure; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather; Procedure
Primary problem: Weather

Narrative: I was flying from home base to [an airport]; 10 NM away; to deliver the plane for its Annual Inspection. I had planned to leave early but the weather was 500 FT ceiling; 2 miles visibility and the lowest approach minimum at [my] destination was 1 mile visibility and 800 FT ceiling with a very short (2;000 FT) runway and no approach lights. I waited over 2 hours for weather to improve; but it didn't. I decided to request a special VFR clearance after phoning the FBO at [my destination]. They told me the visibility there was at least 3-4 miles and the ceiling was definitely 500 FT or better. I assumed the ceiling would be at least 500 FT all the way on the 4-5 minute flight. When I got about 2 miles east; the ceiling suddenly dropped; and I had to decide whether to stay at 500 FT AGL and pop into the clouds or descend to remain clear. I decided to descend and went down to what I estimated to be about 350 FT AGL. Even though it was a sparsely populated area; I flew over two housing developments below 500 FT AGL. Three miles from [my destination] I saw the airport and runway; and the ceiling increased. I made an uneventful landing and it wasn't until after I got out of the plane that I realized that I had busted the regulation for minimum altitude over a structure or vehicle.The basic cause was that I had made a false assumption that the ceiling would be at least 500 FT all the way since the two airports were only 10-11 miles apart. This was definitely a case of poor judgment on my part. In the future; I will not assume that the ceiling will remain uniform; and give myself margin for error. I should have waited until the ceiling was at least 800 FT to 1;000 FT. My desire to get the Annual underway ASAP because one of my partners planned to use the plane in two weeks also played a role similar to the old 'get-home-itis.'




Synopsis: PA31 pilot on a VFR flight descended to 350 FT over a residential area to avoid a low ceiling.
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Taking a photograph of a ground object; had Tower's permission to approach and circle around target; got too slow for very gusty wind conditions; wing stalled and plane dove to the left. Recovered 200-300 FT AGL. Came close to the Tower on recovery. Flew away uneventfully.




Synopsis: C210 pilot reported a low altitude stall and recovery while taking photographs.
Date: 201406
Local time of day: 1201-1800
Location: ILG.Airport, DE
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ILG
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Ground clearance to taxi from parking to Runway 32 for departure was 'Taxi to Runway 32 via F.' During taxi; two electronic charts were being utilized including the aircraft's MFD electronic chart; and a tablet electronic chart.During taxi; Ground Control challenged with a confirmation of Runway 32 after it was noted that I continued to taxi past Taxiway F2; on Taxiway F which led to Runway 1. Amended clearance was issued by Ground Control to continue to Runway 1 for departure. Immediately taxiing past Taxiway F2 (turn off for Runway 32 departure end) the aircraft was brought to a stop; as the mistake was noted; but ATC was quick to challenge and issue amended taxi clearance.No other aircraft were in the vicinity at the time.I recommend that a Hot Spot notice be issued for the area surrounding Runway 32; Runway 1; Taxiway F2; F1 and F.




Synopsis: A pilot suggested a Hot Spot on ILG airport charts at the intersection of Runway 32 and 1; at Taxiway F1 and F2 after he failed to turn onto Runway 32 at Taxiway F2 even having two electronic charts available.
Date: 201507
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 4 Turbojet Eng
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: Widebody; Low Wing; 4 Turbojet Eng
Reporter organization: Government
Reporter function: Handoff / Assist; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Communication Breakdown; Situational Awareness; Training / Qualification; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: There was training taking place on Local Control 2.  I was working Local Assist 2.  Ground Control 2 taxied out 2 A380s back to back.  When Aircraft X Super got to the runway; they were not ready for departure.  Had they been ready none of this would have happened.  There ended up being Aircraft X Super and Aircraft Y Super both east of Taxiway Whiskey; with aircraft on an ILS approach to Runway 24L.  According to the new rules at LAX; there can only be one Super east of Whiskey with an ILS approach in progress to Runway 24L; and there was two.  It could have been remedied had Local Control 2 cleared an aircraft for a visual approach instead; but since they were training they were not aware of the situation.  I should've been more aware as assist; but I was coordinating that Aircraft X Super wasn't ready.  Again; this rule does not seem necessary.




Synopsis: LAX Local Assist reports of two Super aircraft east of Taxiway Whiskey which is not allowed if an aircraft is on the ILS to Runway 24L. Controller did not advise local which was a developmental to ask the pilot if they could accept a visual approach instead of the ILS. This would have solved the problem.
Date: 201701
Local time of day: 1201-1800
Location: N90.TRACON, NY
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B NYC
ATC / advisory: TRACON N90
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors; Airspace Structure; Manuals
Primary problem: Human Factors

Narrative: The Departure Controller called and requested an arrival gap for the release of an IFR Runway 19 Departure from Teterboro. I gave him a gap between Aircraft Y and Aircraft Z. At the time there was a natural gap of almost 10 miles or more between these 2 arrivals. To the best of my knowledge departure advised TEB of the aircraft they could release their departure behind. This is SOP. I maintained the gap between the 2 aircraft but I forgot I had released the departure. As I turned Aircraft Z for his approach and cleared him; the departure came airborne. The departure controller yelled down he was stopping his aircraft at 2000 feet. At that point I realized I had forgotten the departure and that TEB had missed the gap. I cancelled the approach clearance for Aircraft Z and I turned him right. As he turned I knew I would not have enough space to hold separation with the departure so I turned him further to the right and called traffic. They did not have the aircraft in sight. Departure then advised me he had visual on my traffic and was commencing a climb. I continued the Aircraft Z in a right turn; re-established him on the approach and he landed without incident. I am not sure there is a recommendation to be made. TEB was late getting their departure airborne because of traffic in their pattern. I forgot the departure as I allowed myself to lose focus because traffic was light. Vigilance must be maintained at all times; 1 airplane or 40.




Synopsis: A TRACON Controller reported about forgetting to approving a satellite airport departure and the departure was released late causing a loss of separation between the two aircraft.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Workload
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Staffing; Human Factors
Primary problem: Staffing

Narrative: Air Traffic Controller using same frequency for Tower/Ground/Clearance Delivery. Due to minimum manning; when airport gets overwhelmed (4 aircraft) all radios garble together and confusion and landing clearances are unsure.




Synopsis: Pilot reported communications issues due to Tower Controller working multiple positions on same frequency due to facility staffing issues.
Date: 201307
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Hawker Horizon (Raytheon)
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Regional Jet 700 ER/LR (CRJ700)
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: A Hawker requested to climb to FL410 after leveling off at FL390. The RADAR Controller climbed the Hawker to FL400 and we both listened intently for the read back. The Hawker was in close proximity to a CRJ7. We were both were careful to listen to the read back which was FL400. We had shipped CRJ7 before the Hawker's request. We watched the Hawker and it appeared as if the airplane had leveled off. I watched the initial climb to FL403 and immediately notified the RADAR Controller. The Hawker was less than 5 miles when this happened. We corrected his altitude and the RADAR Controller at Sector X working CRJ7 responded to their TCAS alert. The RADAR Controller could have called the traffic before or after the request to climb was made to insure they understood that they were not getting their requested altitude right away. Also we could have waited until they passed. Or the R-Side could have re-emphasized the assigned altitude and explained when they could expect higher. For the pilot; I would recommend they listen more intently for what is said versus what they want to hear.




Synopsis: Enroute Controller described a loss of separation event when altitude assignment was confused.  The reporter noted if traffic information had been issued prior to the clearance the event may have been prevented.
Date: 202004
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Other Parked pre-departure
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: It was brought to my attention that we may have departed from ZZZ to ZZZ1 with an expired FMC database. Arriving at the airport we proceeded to the company directed location and then proceeded to security and eventually arrived at our gate. I conducted a preflight briefing with my cabin crew and then begun my preflight duties. My First Officer conducted the initial cockpit set up and I began to disinfect switches and buttons wearing gloves and mask. I noted that the plane had arrived from ZZZ2 a few hours earlier. I performed my normal preflight duties to include verification of the navigation database. After we were both finished our preflight duties we conducted our briefings and departed for ZZZ1. We did not notice nor [were we] told of any navigation errors by ATC. There have been some added distractions lately with the numerous added cautions for cockpit cleanliness. I was not aware of nor did I intend to operate with an expired FMC database. Before and during the flight we verified and continuously monitored the departure; enroute; and arrival waypoints against the charted points. Again no navigation discrepancies were noted and we arrived at ZZZ1 uneventful. This report is submitted to help improve the safety and help identify why crews may inadvertently use old databases.


Second narrative: As pilot not flying I programmed the FMC for our flight to ZZZ and didn't notice the nav database being out of date. Between the still new process of cleaning the flight deck and numerous request for cleaning supplies from flight attendants I may have been distracted at some point but don't remember any specific time during the programming of the FMC. I do remember starting my cockpit setup only to stop to get [disinfectant] wipes to clean before resuming setup.


Synopsis: Air carrier Captain reported inadvertently flying with an expired FMC database. The Captain noted that distractions due to numerous added cautions for cockpit cleanliness may have contributed.
Date: 201509
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: SA-227 AC Metro III
Operating under: Part 91
Mission: Training
Flight phase: Landing
Aircraft component: Brake 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; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing roll
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft was unable to maintain directional control after landing resulting in the aircraft nose wheel departing the left side of the runway. Trainee pilot was landing and aircraft started to veer slightly left shortly after touchdown. As the aircraft continued off centerline (about halfway from centerline to the edge of the runway) I took control of the aircraft. Right brake was ineffective and while trying to use differential power and slow the aircraft enough for Nose Wheel Steering (NWS); the aircraft continued towards the left edge of the runway. Realizing that even with NWS it would be difficult to bring the aircraft back to centerline without hitting a runway light; I applied max reverse power and full braking and brought the aircraft to a stop between two runway lights. I notified ATC of the deviation; requested a tug and assistance and shut down and secured the engines. The nose wheel came to rest one wheel length beyond the edge of the pavement; all other tires remained on the runway edge. Tire skid marks were apparent behind the left wheel but barely noticeable behind the right side. Aircraft was towed off the runway and to ramp by a tug.




Synopsis: SA-227 Captain reported directional control was lost after landing; probably due to a right main wheel brake issue. Aircraft came to a stop with no damage.
Date: 201511
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence; 10
Light: Night
Aircraft: Cessna 425/441 Conquest I/Conquest II
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Taxiway; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: Cleared for the ILS approach. Turned to capture localizer; aircraft began to lose altitude quickly. Went below the glide slope enough that Tower informed of low altitude warning; pilot was already trying to resolve the situation. Autopilot was disengaged in order to recover aircraft. Controls were extremely heavy and required more than usual force. Once recovered; broke out of the overcast and was high and fast. Pulled power back and aimed for the runway. Landed long and fast. In an attempt to stop the aircraft; ran out of runway. Attempted the turn off the runway to taxiway. Due to slick runway and taxiway; the aircraft did not brake very well and slid off of the taxiway. Due to light snow covering on the grass and frozen ground; able to apply power to aircraft and return it to the runway threshold. No damage to airport property or aircraft. Able to taxi to FBO without further incident. Upon looking at the aircraft; needed to activate device boots more often. There was a heavy accumulation of ice. Should have probably gone miss once control was regained and activated deicing equipment more often.




Synopsis: C425 pilot reported approach and landing difficulties related to inflight ice accumulation.