elihoole/asrs-aviation-reports huggingface dataset:
Date: 201303
Local time of day: 1801-2400
Location: ETAR.Airport, FO
Flight conditions: Marginal
Light: Night
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: Tower ETAR
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Aircraft; Human Factors; Procedure
Primary problem: Chart Or Publication

Narrative: The BOLKI 2L SID for Runway 08 at ETAR shows a hold down at 1;300 MSL (500 AGL) until 3 miles. The Flight Director caused us to balloon through this altitude by 300 FT. We corrected. Change the SID to allow for a turn at 1;300 FT without a hold down.


Second narrative: BOLKI 2L SID requires 082 heading to cross RMS 3 DME at 1;300 FT MSL; (519 FT AGL); then left turn to 015 heading to intercept RMS 060 radial to BOLKI; climb to 4;000 FT. A 519 FT AGL hold down; after takeoff; until 3 DME; (2 NM from departure end of Runway 08) is an UNSAFE maneuver. We should NOT accept this clearance except that this maneuver is given pseudo legitimacy; because it is on a published SID; this would otherwise; be considered reckless; non-standard; operation of the aircraft. I do not believe a 519 FT AGL level off; and hold down; after takeoff; is in compliance with TERPS criteria; for minimum level off altitude after takeoff. Aside from the fact that a 500 FT AGL level off after takeoff is UNSAFE and an accident waiting to happen; the autoflight; (flight director and autopilot); are unable to fly the maneuver without overshoot of the 1;300 FT level off altitude. The hold down altitude is over shot by about 300 FT. Attempts to correct back to 1;300 FT MSL sets off a GPWS 'DON'T SINK' warning; due to sink rate below 1;000 FT AGL. The company should immediately prohibit the use and acceptance of the BOLKI 2 SID form Runways 08 or 09 at ETAR/RMS. Due to the 1;300 FT MSL; (519 FT AGL); hold down; this is an UNSAFE maneuver; particularly at night or IMC; and a recipe for CFIT. Company Safety should investigate if this clearance is in compliance with TERPS criteria; and bring the safety implications of a 519 FT AGL hold down/level off immediately after takeoff; to the attention of Ramstein AFB. For safety reasons; this procedure should be modified; and the low level hold down removed.


Synopsis: B747-400 flight crew reports that the BOLKI 2L SID departing Runway 8 at ETAR requires a 519 FT level off until 3 DME from ETAR. The flight guidance system and GPWS are not designed to operate at this low altitude.
Date: 201509
Local time of day: 1801-2400
Location: ZBW.ARTCC, NH
Light: Night
Aircraft: Military Transport
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Tactical
Flight phase: Cruise
Airspace: Class A ZBW
ATC / advisory: Center ZBW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X was handed off to me on a flight plan of direct to a fix. At the time I took the handoff he was southbound. When I asked him if he was returning to base; he said that he was going to join up and will be worked by the military control. I could not understand the position he wanted to hold at so I told him I would get right back to him. I was a little busy trying to take care of some other planes and from what I read from his flight plan; I assumed he would be in my airspace in about 5 minutes so I would have time to get back to him. However once he reached the fix; he continued southbound unexpectedly. This was nowhere near my airspace and again when I tried to question him; his response was garbled and I could only make out 290 Radial at 20; I think. The previous sector said that they were looking into it but he was about to enter ARTCC airspace. I tried to get ahold of ARTCC and they said they were too busy and they'll call back. At this point Aircraft X was nowhere near my airspace; I have the handoff on him and I'm losing radio communications with him. There was also confusion with my Radar Assist as far as the coordination and information that he was given. I called back to the previous sector and told him that there's no room and I'm going to have to spin this guy in his airspace. He then told me just to ship him to ARTCC; which I did after hanging up the line. ARTCC eventually took the handoff. The flight plan information was not accurate to what Aircraft X was doing; someone needs to look into how he got that flight plan information and not what he was actually doing.




Synopsis: ARTCC Controller reported accepting a handoff on a military aircraft. The flight plan information stated the aircraft would enter the Controller's airspace; but upon reaching a fix the aircraft turned to a different direction from what the flight plan showed. The aircraft never entered the Controller's airspace. The Controller coordinated with the appropriate sectors.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: King Air C90 E90
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Flying; Single Pilot; Captain
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft was cleared to land on runway 32; and they requested to land long which I approved. As I watched aircraft I thought it was strange that it was floating so long over the runway; then I realized aircraft landed on taxiway A. I told the ground controller a King Air just landed on taxiway A. Thankfully; no other aircraft were on taxiway A.I was not expecting the aircraft to land on taxiway A; and my expectation possibly caused a delay in recognizing the aircraft landed on the taxiway instead of runway 32. I will continue to remain vigilant and scan the runways and taxiways; and be more aware of the possibility of aircraft landing on taxiways.


Second narrative: Flight was IFR with vectors for a visual approach to runway 32. I cancelled IFR when I reached VMC condition-s during a vectored descent. I gained sight of the field when about 8 miles west of the field and cancelled IFR. Tracon cleared me to turn right for a right base entry for visual 32 and told me to contact Tower which I did. I was 6 miles out at that call. Tower told me to continue on the right base for 32 but to plan on passing through final and turn back again to re-intercept final again for 32 in order to provide spacing for slower traffic on one mile final: a type of modified S turn. I was descending through 1000 ft at that time and felt I had sufficient altitude to stabilize the final after re-intercepting; so I accepted the directions. When re-intercepting final for 32 I asked if I could land long in order to taxi clear at A4 which they approved. They immediately told an aircraft landing on 22 to hold short of 32 and I verified visually that the traffic was already on the ground slowing nicely before 32. I added full flaps as I approached 400 ft AGL and intercepted final but did not realize that I had lined up on taxiway A until deep into the flare. I was shocked to see the yellow centerline and it delayed my reaction time so that I was unable to perform a go-around before the plane settled to the runway. I knew I was cleared across 32 and saw that there were no aircraft moving on the ground so I maintained control of the aircraft and continued down A until reaching A4 and reported to Ground there.


Synopsis: The pilot and Tower controller reported an aircraft that landed on a parallel taxiway rather than the runway.
Date: 201404
Local time of day: 0601-1200
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Aircraft component: Horizontal Stabilizer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
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
Primary problem: Aircraft

Narrative: In climb through FL240 at .76 Mach; severe airframe vibration from tail started. Because there were no passengers; I visually inspected the wings and saw no indication of airframe vibration. Then I walked to Aft Galley where the vibration was so strong I almost lost my footing.

Callback: The reporter states that the onset of the vibration was very sudden and did not abate until the aircraft was slowed considerably. Although he has not heard from Maintenance what caused this event; he is aware that previous events were caused by worn horizontal stabilizer bearings. Flight returned to the departure airport and no maintenance history of vibrations was found.



Synopsis: A319 First Officer experiences severe airframe vibration climbing through FL240 on a ferry flight. The vibration appears to be coming from the tail of the aircraft and the crew elects to return to the departure airport.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: My student had just performed a landing. I brought the flap switch to the 'UP' position and told my student to turn off the carburetor heat and add full power to take back off for a touch and go. The student added full power and we began to accelerate toward rotation speed. Approximately 5 mph before the published rotation speed; the airplane lurched into the air; which I thought was due to a gust of wind. I noticed immediately that the plane was flying very slowly and not climbing as it should. I looked out to the wing and noticed that the flaps had not retracted despite me moving the switch to the 'UP' position. I immediately took the flight controls and told my student I was doing so. I tried to get the airplane to climb but could not get a climb without bleeding off the speed dangerously close to stall speed. At this point we were at around 200 AGL and approximately 1/4 mile from the end of the runway threshold. I could not stop the descent but had slowed it to approximately 50FPM while holding 60mph. I began to look in front of me for landing options. I spotted a small field at almost my 12 o'clock about a 1/2 mile away. I advised the local CTAF frequency that I had an emergency situation and was attempting to land in a field. I described the approximate location of the field so someone could find us. As I came over the tree line I leaned the mixture to full lean; switched the fuel selector to the 'OFF' position. After landing I immediately applied maximum brakes since we were quickly approaching a tree line. The plane went through mud and water which helped us slow to a stop approximately 150 feet in front of the tree line. I told my student to exit the airplane as I turned off the avionics master; battery master and removed the key. I then exited the airplane and waited for assistance. No one was harmed in the incident.




Synopsis: C172 instructor pilot reported landing in a field when the aircraft would not climb after the flaps failed to retract following a touch and go.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
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
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 Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal takeoff and climbout until about 24;000 FT when both the Captain and myself became aware of a loss of cabin altitude control. ATC was notified; an emergency was declared; and the flight descended to 10;000 FT and returned to the departure airport for a normal landing. QRH and normal checklists were referenced.




Synopsis: An MD82 lost pressurization at FL240 after takeoff so an emergency was declared; the QRH procedure completed; and the aircraft returned to the departure airport.
Date: 201211
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On final approach we experienced a flap failure at zero degrees. We pulled the QRH; notified ATC and proceeded to land safely. We taxied to the gate and Maintenance was notified.




Synopsis: CRJ-200 Captain reported flaps failed at zero degrees on approach. Appropriate checklist was run; ATC notified; and a normal landing ensued.
Date: 201202
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Aircraft Auto Temperature System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: SKIN VALVE FAULT ECAM alerted on takeoff roll. Rejected takeoff at 75 KTS.




Synopsis: An A320 Captain reject the takeoff at 75 KTS after the ECAM alerted SKIN VALVE FAULT.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 4
Light: Daylight
Aircraft: PA-24 Turbo Comanche
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: After departure from ZZZ on an instrument flight plan to ZZZ1; on the aforementioned SID; I drifted right; west of course. I was supposed to be climbing on the BC LOC (Back course localizer) which has an outbound course of 164 degrees. I was informed by ATC that a low altitude alarm was sounded due to higher terrain to the west of the course I was intended to be on. I then did my best to correct the above deviation. I relied on my GPS to give me guidance through the SID and unfortunately it did not give me the correct course. I failed to pay close enough attention to the VOR localizer which I had setup in the number 2 position as a backup. I believe that a more inclusive scan would have prevented this event.




Synopsis: PA-24 pilot reported course deviation towards terrain on departure.
Date: 201711
Local time of day: 1801-2400
Location: SLC.Airport, UT
Flight conditions: VMC
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B SLC
ATC / advisory: Tower SLC
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Distraction; Situational Awareness; Workload; Confusion
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: During a night; visual approach; ATC advised us of a radar return at our '2 o'clock'. They said it could possibly be birds. I; being pilot monitoring; began to visually scan because the pilot was focusing on our soon to be landing. I spotted a stationary red beacon abeam our wing and about 1-2 miles at our altitude (5;000 ft). I ultimately decided it was either a drone or a helicopter much further away. I asked tower if there was a helicopter to the east and they said negative. I told them the position of the drone and they confirmed that's where the return was coming from. As for us and our flight path the drone was not close enough to be a threat; but if we were approached runway 35 or even 32 it would have been much closer.The only thing I could think of is to get a more precise description of the position of the drone. It was difficult preparing for landing and tending to this situation simultaneously.




Synopsis: An air taxi turboprop Captain reported being advised by air traffic control of possible birds in the vicinity of his aircraft. It appeared the target was actually a drone operating nearby; however it did not appear to be a threat; and no evasive action was required.
Date: 201204
Local time of day: 0601-1200
Location: CYYC.Airport, AB
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON CYYC
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: VUCAN2 arrival to CYYC via the YYC VOR transition. After the YYC VOR transition; the Commercial plate shows to intercept the YYC R-345; then vectors to the ILS for Runway 16. When selecting Runway 16 and the VUCAN2 arrival in the FMS database; the FMS shows a heading of 345 after the YYC VOR which is not the correct procedure for the arrival and runway as depicted in the chart.




Synopsis: Air Carrier Captain believes that his FMS is not properly flying the VULCAN2 arrival into CYYC. The FMS is flying a 345 heading after YYC instead of the 345 Radial as published.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dawn
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Cruise
Airspace: Class G ZZZ
Second aircraft: Thunderbolt II (Warthog A-10)
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
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
Primary problem: Procedure

Narrative: I had a near miss with Aircraft Y; who was not communicating on the CTAF frequency. He flew overhead of my helicopter extremely close from my 5 o'clock to my 10 o'clock when I noticed him as he passed overhead. I communicated with ZZZ1 up in ZZZ2 regarding the event; and was told they would respond to me shortly. I gave it about 10 days and called them back. They told me I'd have to file something with the FAA to get some sort of resolution or response. I fly every day in the summer in this particular area and it frightened me considerably.The event occurred about 3-5 miles east of ZZZ on the north side of ZZZ3 and south of ZZZ4 at approximately 3500 ft. My heading was flying west and Aircraft Y flew over me coming from the north.




Synopsis: Helicopter pilot reported taking evasive action during an NMAC event.