elihoole/asrs-aviation-reports huggingface dataset:
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach; Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; 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: Human Factors

Narrative: Very light 757; 16.7 on the fuel; almost empty payload; operating from ZZZ to ZZZ1; daytime VMC. High winds in effect. Vref was 111; Vapp is 126. I was PF (Pilot Flying); and decided to fly faster on final since we were in a light 757; and my limited experience with this situation led to this. Missed approach procedures were reviewed multiple times as other jets had to go around several times. Runway was dry; over XX;000 feet long; plenty of distance. I decided to fly a new Vapp of 135; as the jet was having problems controlling the airspeed since the winds were about 060/22G30. Our divert was ZZZ1; and we knew that several aircraft attempting to land had to execute missed approaches. All this into account; I decided to fly around 135 KIAS; as this felt like a more stable approach. The airspeed wouldn't stabilize safely below this number; as it was all over the place and I had to fight with the autothrottles to maintain within 15 kts of the initial Vapp of 126--it just wouldn't stabilize at a speed below 135. My reasoning is that since I was light; in a 757; long runway; daytime VMC; and super gusty winds; I had plenty of room to stop safely without encountering hot brakes or running out of concrete. We landed uneventfully; although long; as I touched down past the touchdown zone--this was the only cost of flying faster; and I felt it was worth it; all things considered. We landed and were able to taxi clear on taxiway; no problem.  If I was in a 767 or a heavier 757; I wouldn't have even thought of this; and we would have flown the Vapp given; for better or worse.  Were we technically unstable? Yes; I believe we were. Were we safer; in my eyes; flying a more stable approach with the winds we had? Yes; I also believe this to be the case. We never had a windshear warning; and we never felt unsafe; but looking back; I was in the wrong; even though I felt more stable; which led to a safer approach. However; the AOM procedures don't allow for this; so I was technically in the wrong; even though the airplane flew better and safer; in my opinion. Next time; I will fly the Vapp given; and if we have to divert; then so be it.




Synopsis: Air carrier pilot reported continuing the approach and landing with strong winds and an unstabilized approach.
Date: 201606
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Potable Water Storage; control; indication
Reporter organization: Air Carrier
Reporter function: Ramp; Vehicle Driver
Human factors: Situational Awareness; Distraction; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While servicing the forward potable water on an aircraft; I failed to unhook the water hose before pulling away. I stopped in the middle of servicing the water to hook up the ground power which distracted me from what I was doing. I'd just completed filling the water and was about to unhook; when I noticed the engine was still running; and nobody was hooking up the ground power. After doing so; I had forgotten I was still hooked up to the airplane and pulled away; damaging the hose on the water cart; and the coupler fitting on the aircraft. I was in such a rush to service the airplane; because we had 4 airplanes within 30 minutes. I did not intentionally ignore SOP; I was rushed and honestly don't know why I didn't follow SOP.




Synopsis: A Ramp Agent servicing the aircraft's water was distracted with also connecting ground power then failed to disconnect the water hose prior to leaving the aircraft. The water hose and aircraft water hose coupler were damaged.
Date: 201910
Local time of day: 0601-1200
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: I was on a VFR flight plan with Flight Following from ZZZ to ZZZ1.  The NOTAMS indicated that ZZZ1 was resurfacing the ramps and runways. I texted my Uncle who said he thought they were finished.  ZZZ Center in my last debrief while in the air also indicated that various surfaces were resurfacing.  The NOTAM did not say the airport was closed and applied to many weeks from September to November.  Upon arrival I landed on RWY XX without incident.  As I turned to exit I saw the ramp was roped off. I stopped on the runway; called the City Hall who put me in touch with the Airport Manager who put me in touch with the local ground manager inquiring where to park.  The ground manager informed me that the airport was closed and I should depart.  I departed and flew to ZZZ1 without incident. The ground manger asked if I had seen the X's on the airport. I had not. Looking around while taxing to depart I noted some yellow plastic rain slickers looking pieces weighted with some bags that the wind had blown around; but they could have been an X.  My sister was a passenger and was photographing the area and took a photo of the runway on approach which I can provide if useful.  There looked to be some construction type debris on the end of the runway; but knowing they were resurfacing it did not alarm me or was a consideration in my landing.  I had flown into ZZZ1 one other time in May and it looked familiar except for the nice black ramp area.




Synopsis: Pilot reported that he landed at an airport that was closed.
Date: 202003
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 9999
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure
Primary problem: Procedure

Narrative: Maneuvering in Class E airspace north of ZZZ at 3000 MSL; when I came out of a left turn while scanning for traffic; and immediately saw another single engine airplane above my aircraft; turning in the opposite direction. I made the decision to descend and turn to avoid the other aircraft; but there was no prior warning of traffic in the area.




Synopsis: Pilot reported taking evasive action to avoid a near mid air collision.
Date: 201305
Local time of day: 1801-2400
Location: FOK.Airport, NY
Flight conditions: VMC
Light: Dusk
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E N90
ATC / advisory: TRACON N90
Second aircraft: Aero Commander 100 Series
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We were with New York Approach descending to 6;000. There was a Twin Commander on frequency asking for a clearance to an area airport. ATC told him to stay below 5;500 for traffic [us] descending to 6;000. ATC advised us of the Twin Commander at one o'clock; five miles and converging. We were descending less than 1;000 FPM. We looked outside but did not see the traffic nor did the traffic show up on TCAS. We were about to level 6;000 and another call from New York Center advised us. She also told the Twin Commander to maintain below 5;500 FT. Suddenly we got a TCAS TA followed by a 'CLIMB; CLIMB' RA. The PIC climbed as the other aircraft showed up on TCAS only one mile from us and about 300 FT below us (which put him at about 5;800-5;900 MSL; not 5;500 as advised by ATC). We climbed to 6;400 when we received a CLEAR OF CONFLICT from TCAS. We advised ATC and she said maintain 6;000; which we did. Note: When we performed the climb we saw the Twin Commander pass underneath us and he would clearly have been within 200 below us had we not climbed. Note also; our altimeter was set to the local as provided by ATC.I feel both the PIC and I did as we have been trained to do. When the TCAS RA sounded we did exactly as we have been trained. My only concern was this aircraft never appeared on TCAS until the very last second (about 1 mile out). I was extremely concerned about not seeing this on the TCAS.




Synopsis: While descending IFR to 6;000 a CE-560XL flight crew responded to TCAS TA and RA alerts due to a conflict with a VFR Aero Commander allegedly at 5;500 MSL while requesting an IFR clearance.
Date: 201705
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Nosewheel Steering
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On climbout when the gear lever was selected up we received the following EICAS messages: NOSE DOOR OPEN warning; GEAR DISAGREE warning; NOSE WHEEL STEERING INOP caution; WOW INPUT caution.  We informed tower of the situation and we were handed off to Departure.  We continued the climb to 8;000 maintaining 200 knots and requested radar vectors.  We informed ATC that we would be returning for landing after we completed the QRH procedures.  We also informed the Flight Attendant/passengers; Dispatch and local company Operations of the situation.  After completing procedures/checklists we returned for landing.  After landing and decelerating the aircraft started to shudder quite significantly under 80 knots until stopped.  We stopped straight ahead on runway and had the CFR do an inspection.  I asked them to check the torque links and they reported that they were not connected.  I suspect that after we pushed back from the gate the torque links were reconnected enough for us to taxi to the runway with steering but were not fully locked in and when the nose gear strut extended on takeoff it pulled them apart.




Synopsis: CRJ-200 Captain reported returning to departure airport after multiple nose gear related error messages. Ground Personnel reported the nose gear steering torque links were not connected.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Second reporter function: Instructor
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I went on a solo flight in a PA-28-161. After checking the weather and getting a briefing from my flight instructor I preflight the plane and taxied to Runway XX. After completing my runup and pre takeoff checklist items I departed and made left traffic for Runway YY as instructed by the Tower. I was cleared for a touch and go and I made my approach at 80 knots and with 10 degrees of flaps. I landed the plane nose wheel first and the plane bounced. After that the plane began to porpoise and I eventually lost control; after which the plane went off the runway and settled nose down in the grass. I had a small scrape on my elbow but I was otherwise unharmed. Afterwards I briefed by instructor on what had happened and he gave me advice on how to prevent anything similar from happening in the future.


Second narrative: I dispatched a student pilot to make a solo flight in the pattern at ZZZ airport. I gave him a pre-flight brief on runway and taxiway markings and go arounds. On [his] first landing; after being cleared for a touch and go; [he] made a nose wheel landing which progressed to full proposing and loss of control. The prop struck the runway and afterwards the plane veered off into grass at which time it seems the nose gear sheared off. This was [his] fifth solo flight and I have since briefed him on how to prevent nose-wheel landings in the future and also how and when to go around for a rejected landing.


Synopsis: A student pilot lost control of a PA-28 during landing after initially landing on the nose wheel. The aircraft departed the runway surface and settled nose low in the grass.
Date: 201209
Local time of day: 0601-1200
Location: ZFW.ARTCC, TX
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZFW
ATC / advisory: Center ZFW
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Human-Machine Interface; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: [I was] arriving in DFW via the Cedar Creek arrival to land on 17L. I reselected 17L and did not know it caused a discontinuity after DIETZ. Aircraft did not turn north so my First Officer immediately turned right to get back on course. I was unaware that the arrival would drop off when reselecting a runway in DFW. I need to pay attention.




Synopsis: A B737-800 Captain on the DFW Cedar Creek Six Arrival reselected Runway 17L but did not know and failed to see that his action caused a FMC route discontinuity.
Date: 201906
Local time of day: 0601-1200
Location: LAS.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 35
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: We were flying our Learjet from LAS to ZZZ on the SHEAD1 SID.  During the en-route climb portion of our flight; at some altitude above 14;000 feet MSL; we were crossing SHEAD intersection on coursed to DBIGE intersection.  We monitored our autopilot as it flew the course.  Our FMS/GPS navigational screen showed us on course. The LA ARTCC called us and questioned our on course position.  We showed that our aircraft was past SHEAD intersection and on course.  We continued on course; and later were advised to contact the LA ARTCC Supervisor by telephone when we reached our destination.  During that conversation; he told us that the ARTCC Controller observed an encroachment into restricted airspace.  Our FMS/GPS depicted restricted airspace west of our on course position.  From our conversation we arrived at a possible explanation to the situation; and that was that there may have been some GPS signal anomaly that occurred during that portion of the flight.

Callback: Reporter wasn't completely sure what caused the problem.



Synopsis: Learjet pilot reported navigational problems that were associated with the FMS; and GPS issues.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Was performing ground reference maneuvers. Upon descent for landing; I pulled back the throttle all the way and noticed that it only went down to 2200 RPM (it usually goes down to 1500 RPM). I tried to troubleshoot the problem; and then it seemed like the throttle cable snapped and was stuck at full power (2500 RPM). I was near an airport; and was high and well within gliding distance. I cut the mixture to the point where the RPM would die down; but the engine was still running so I can bring all my flaps in. A mile away from the runway numbers I cut the mixture all the way when I was assured I would make the runway. A safe landing was made; and no damage was done to the aircraft or to anything else.




Synopsis: PA-28 pilot reported landing safely after an apparent throttle cable malfunction resulted in loss of throttle control.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: RV-7
Operator: Personal
Operating under: Part 91
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Observer
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Observer
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While riding the mower to cut grass at our local runway of 2;400 FT; I was mowing west and about 400 FT from the west end; when an aircraft passed over the top of me by about 10 FT while doing a low pass. As soon as he passed overhead and my heart rate was back to normal I moved to the side of the runway to allow him the entire runway to land. My neighbor observed the entire thing from his vantage point; which we will call the maintenance hangar approximately 1;800 FT to the east of my location. This is not the first time this pilot has used his aircraft to intimidate residents. About eight months ago I heard him pass over the house while returning from a trip. It was dark and he had turned the lights on. I stood at the end of my concrete ramp; on my property to watch him land. He passed in front of me and stopped with a hard turn in and then at a high power setting; pointed his aircraft at me; while I stood on my property; accelerated and at the last moment; turned to parallel the runway en route to his hangar. It is my opinion that this man is dangerous and action must be taken against him.




Synopsis: A pilot observer reported an RV was flying unsafely near a residential airport at a low altitude on more than one occasion.