elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 1201-1800
Flight conditions: Marginal
Weather elements / visibility: Snow; 1
Light: Daylight
Aircraft: Beechcraft King Air Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter organization: Corporate
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; 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: Flight Crew Took Evasive Action
Contributing factors: Airport; Weather
Primary problem: Airport

Narrative: I spoke to the airport and [they] said that they lifted the runway condition code to 2/2/2 and that a couple aircraft had used the runway earlier in the day with minimal issues. Airport representative stated the runway was in a lot better condition than the taxiways and aprons. Airport representative stated that the runway was deiced 25 feet wide on each side of the centerline (50 feet total).Got onto the runway and slowly increased power slowly and evenly. The aircraft started rolling and at about 60-70 knots the aircraft started to veer aggressively to my left and I tried to correct with opposite rudder. Opposite rudder pressure didn't hardly help the yawing of the aircraft. I looked down and made sure the torques were matched and they were; the aircraft was still veering to my left. I tried to add a little more power on the left engine to counter balance the yaw; instantly found that wasn't going to work and brought both power levers to idle. At this point; I decided the aircraft wasn't going to be able to be recovered back towards centerline.The runway conditions were way; way worse that what was reported. I realized I wasn't going to be able to control the aircraft. At this point; I brought the power to idle; I feathered the propellers and cut off fuel; knowing I would end up on the left side of the runway in the snow due to the aircraft veering to the left of centerline.This was not an accident. After investigation and proper preflight planning; the runway was under advertised; as found out during this incident. The runway should have never even been open to any air traffic at any time of the day and should be remained closed until proper steps can be taken to improve the runway condition code.




Synopsis: King Air Captain reported runway conditions were poor during takeoff roll resulting in a runway excursion.
Date: 201511
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Light: Dusk
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared to descend via the FQM3 Williamsport 3 Arrival into Newark. We were descending to RACKI at 13;000 out of 18;000 ft we encountered significant wake turbulence at the same time we were receiving a cup of coffee from the Galley. The coffee spilled and in the course of the Captain cleaning up the spill I glanced down to see how much coffee had spilled. During the clean up the TKNB knob was hit inadvertently. The aircraft started a slow turn left of course in continuous chop in what seemed to be a wind correction. I observed the winds had shifted to the left side of the course. As the aircraft continued to turn I verbalized; 'what is this doing?' The aircraft was now approaching 1 dot deflection from course and I attempted to correct first on the flight guidance panel to RE-NAV the course. The aircraft did not respond I attempted no further changes to the panel and instead disconnected the autopilot to return the aircraft to course. We were now at one dot deflection and correcting to course. While doing so ATC called us to say they noticed we were left of course and issued us a 150 degree heading to rejoin the course. We complied with the instruction. We saw the TKNB annunciation on the PFD and the Captain reset it. I rejoined the course and we verified our position on the descent for the arrival. We continued the arrival and descent without further incident.




Synopsis: First Officer reported the Captain inadvertently selected the turn knob (TKNB) while cleaning up a coffee spill which resulted in drifting off the arrival course into EWR.
Date: 201603
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Flight phase: Cruise
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Both the First Officer (FO) and I updated our iPads per company instruction. They seemed to work fine on the ground. Enroute both iPads froze up as we were preparing to brief our arrival; approach and taxi plans. We worked with the iPads trying hard-reboots and finally resorted to the paper copies of charts in the cockpit. Problem is there is no hard copy of our Flight operation manual (FOM) or FM. On the ground we were able to get both iPads operable again. We opted to continue. Enroute the same issue recurred. And our iPads could not really be used. Mine was open to the FOM and the FO to the FM as every attempt to change the book (sometimes page) resulted in the iPad's system freezing up and requiring a hard-reboot to be able to use ANY of the data. Charts we do have onboard; FOM/FM we do not. I acquired a loaner iPad in ops and we continued with that iPad used for only FOM/FM items. We used paper charts [and will continue to do so] until we get a chance to work with these iPads and are comfortable that they are fully useable (also paper copies of all of our flight planning data).




Synopsis: Captain reported both his and the First Officers iPads were unusable in flight on multiple legs even after several reboots.
Date: 201212
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: In climb to FL340; ATC queried if we could accept FL360 for a final altitude due to faster traffic behind us. Speed card indicated FL360 was within limits for 48;000 LBS. Leveled off momentarily at FL340; [and] then accepted climb clearance for FL360. Shallowed out end of the climb from 500 FT/min. Once level; even at climb thrust; aircraft began to loose airspeed at a rate even quicker than in the climb. First Officer requested lower altitude from ATC. I disconnected the autopilot; and began a descent; after which stick shaker momentarily went off. Advised First Officer to declare an emergency; but then immediately afterwards received ATC clearance down to FL350; then FL340 and flight continued normally. As a result of low airspeed in the climb; a heavy fuel/passenger load; and an 11 degree warmer than standard day; the aircraft leveled off slow and behind the power curve; unable to maintain airspeed or accelerate even with full thrust. This was certainly an eye-opening; humbling lesson learned the hard way in high altitude aerodynamics. With routinely sluggish 200 climb performance it's easy to become complacent with checking the speed card/ACARS for altitude ability without enough attention paid to the associated minimum published airspeeds. As PIC in this instance; I should have maintained FL340 until enough airspeed was regained to not jeopardize leveling off at FL360 slow and behind the power curve in an unsafe situation. Certainly won't be inadvertently repeated.




Synopsis: A CRJ200 attempted a climb to FL360 but because the aircraft was heavy with the temperature ISA +11; it could not climb above FL350 and an emergency was declared for an immediate descent after a stall warning.
Date: 202010
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Night
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Distraction; Training / Qualification; Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Procedure; Chart Or Publication; Environment - Non Weather Related; Human Factors
Primary problem: Chart Or Publication

Narrative: I had not flown since March of this year; due to all the COVID virus going on nationwide. A friend asked me to reposition a newly acquired aircraft from ZZZ1 to ZZZ2. Weather was currently and forecast to be VFR the entire route; but I filed it IFR to get myself back to speed on instruments; which I thought I did a good job of this trip. My first stop was ZZZ for fuel. Had gotten dark by then; about XA:30pm local time. [My] clearance departing was to fly the 'ZZZZZ X to ZZZZZ [Intersection]; then on course'...as I heard it and understood. My next intersection; which I had filed to from the airport was ZZZZZ1 Intersection. So that is where I was attempting to navigate to after I passed ZZZZZ. So ATC calls me on radio and says I was supposed to fly on to ZZZZZ2 Intersection and then do the 15 mile arc around to ZZZZZ1. (This was not what I understood in the departure clearance.) They vectored me on towards ZZZZZ1; and I continued.I should have asked for vectors before departing the airport; instead of the SID. The GPS in the airplane was not quick/easy to alter any data; but I was doing OK with it enroute.




Synopsis: GA pilot reported a track deviation during departure and cited clearance confusion as a contributing factor.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Our flight was normal and uneventful checklists were accomplished and cruising at FL450 we experienced a Cabin Pressure Low CAS message followed by an EDM (Emergency Descent Maneuver). Unaware just what we had we followed checklist procedures and kept the aircraft under control. ATC was notified of our deviation but apparently the mic switch on the right side stuck open because no further transmissions were getting to us. My Captain was monitoring the cabin altitude as well as the conditions in the aircraft and when we realized the pressurization system was controlling and the cabin altitude stabilized to 8700 ft we disengaged the autopilot and leveled out at FL330. The CAS message was out so reengagement of the autopilot was successful. After regaining ATC contact the controller must have heard our report leaving FL450 he asked our intentions and we informed him all systems were regained and to fly direct to a flight plan fix and complete the flight to the destination. After careful research we concluded that [the high arrival airport] elevation which the FMS should have recognized and made corrections to the pressure controller did not and the trip point of 7500 ft which is the low trip was reached and did not reset to the next point up which is 10000 ft. This caused the Automatic Descent Mode to activate. Our recognition and response to this situation was appropriate the passengers were briefed after the flight that an anomaly had occurred and we would investigate it further.




Synopsis: Gulfstream V First Officer reported a cabin pressurization anomaly that prompted an Emergency Descent Maneuver.
Date: 202001
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZZ
Aircraft component: Cockpit Furnishing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Manuals
Primary problem: Company Policy

Narrative: Walking onto the Flight Deck I noticed two battery chargers; similar to what you can purchase as a way of charging electronic devices like an iPad; sitting on the counter between the relief pilot seats. The devices had a sticker saying PROPERTY OF [Company] NO UNAUTHORIZED REMOVAL FROM AIRCRAFT. Both items had registration numbers.I have never seen these items before on the aircraft nor has there been any documentation I am aware of dealing with these.I called operations to have them query maintenance about these.  Operations informed me that the items were to stay on the aircraft as required but what the sticker said on the chargers but maintenance could find no reference for the items; nor what they are for or where they are to be stowed on the flight deck. We stowed the chargers in the storage compartment between the relief pilot seats.I have a few questions. Are these chargers part of flight deck equipment and such are part of the preflight equipment check?  Are these devices authorized for charging our company issued iPads? Where are the devices to be stored at completion of the flight? Who is responsible for charging the devices? These items seem like an another adhoc way of keeping the company iPads charged while awaiting the permanent charging configuration for this aircraft; but it would have been nice to have a bit of a heads up that these devices are going to be deployed to the fleet.




Synopsis: B777 First Officer reported there were no company instructions or procedures for two unfamiliar device chargers in the cockpit.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Data Computer
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Training / Qualification; Human-Machine Interface
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were level at FL320 when we received an altitude alerter tone and both altimeters altitude alerter lights were on. The Captains PFD airspeed indications showed in the hook and his flight director failed. The Captains primary altimeter also read approximately 300 FT high. We had no ECAM; warning; cautions or flags. The Captain disconnected the autopilot as we cross checked the standby altimeter; my altimeter and our VSIs. My PDF; altimeter and VSI were stable and seemed to be giving us good information. The Captain transferred control of the aircraft to me and I engaged the number 2 autopilot. The Captain switched to ADC 2 and FD 2 to regain usable info on his PFD. We then asked Center what altitude they showed for us. They said we were steady at 320 but for a minute they had us 300 FT high and that they were about to ask us about it. We stated we were having some instrument issues but showed we had been stable at FL320 the entire time. Although we had no ECAM indications; we concluded we had some sort of ADC failure. We informed Center that we were no longer RVSM capable. They cleared us to FL280 and we continued to our filed destination with concurrence and new fuel numbers. Center had nothing further to say about our altitude. Center more than likely got the momentary erroneous altitude read out from the Captain's failed altimeter. Once we switched to Autopilot 2 they received the correct information. There was no way to prevent the event. I believe we identified the problem in a timely manner and let Center know we had an equipment failure that precluded us from operating in RVSM as soon as we were able.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: An A300 Air Data Computer failed in cruise at FL320 which resulted in the Captain's airspeed and Flight Director loss as well as an altimeter error; so control was transferred to the First Officer and the flight descended out of RVSM airspace.
Date: 201808
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Citation Excel (C560XL)
Operating under: Part 91
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon initiating the descent from FL390 to our destination in VMC and no turbulence at a KIAS of about 230-240; we started to hear a rumbling noise as a first indication. This was followed by vibrations that were felt through the floor boards; followed by both control yokes starting to visibly and tactilely to vibrate. The vibration stopped upon acceleration past about a KIAS of 250. At this point we referenced the QRH and were not able to find any checklist that would apply. We did review the total loss of primary flight controls checklist just to be on the safe side. We then slowed down again from about 300 KIAS to 230-240 KIAS and were able to duplicate the discrepancy. The vibration did not seem to reoccur below about FL250 at any speed. We did not declare an emergency; or request priority handling. We landed without further issues and submitted the required Maintenance discrepancy.




Synopsis: CE-560XLS pilot reported a vibration in floor boards and yokes during descent.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Skywagon 185
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While doing pattern work at ZZZ; we (Aircraft X) noticed an aircraft on our TCAS system perform a pattern entry directly across the departure end of Runway 20 (the runway in use at the time) at approximately pattern altitude. We spotted that aircraft visually and verified their altitude and location. That aircraft proceeded to fly their downwind between 100-200 yards behind us. We slowed down on downwind and then elected to extend downwind for an aircraft performing a practice ILS approach. The Skywagon (Aircraft Y; confirmed with ADS-B and audibly on CTAF); lost visual separation with us and turned base nearly on top of us; after slightly widening out their downwind. We evaded each other and then continued pattern work.




Synopsis: C172 flight instructor reported a NMAC [Near Miss Airborne Conflict] with following traffic which failed to maintain visual separation in traffic pattern.