elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Ground Excursion Runway; 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: Weather; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: During a 10 knot direct cross wind landing; immediately after the all three wheels were down; the plane veered sharply to the left. I was unable to correct the left turn with right rudder and right brake and the plane exited the runway onto the grass field between the runway and Juliet Taxiway. The plane crossed the grass and came to a rest adjacent to Juliet with the engine still running and no structural damage. I was able to apply power and get the plane onto the taxiway and taxi back to the East Ramp without assistance.




Synopsis: Upon touchdown in a moderate left crosswind the pilot of a C-172 lost control of the aircraft which exited the runway onto a grassy area and came to a stop close to a crossing taxiway. No damage or injuries were reported and the undamaged aircraft was taxied back onto the hard surface and to parking.
Date: 201212
Local time of day: 0601-1200
Location: RHV.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D RHV
ATC / advisory: Tower RHV
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: Two developments have happened recently in the vicinity of RHV that have dramatically decreased safety at night.The first is that the street east of the runways (Capitol Expressway) has had new street lights installed. From the air these street lights look EXTREMELY similar to runway lights. The street lights exist only in the vicinity of and approximately parallel to the runways.The second of the two events is that the actual runway lighting has been converted to Pilot Controlled Lighting (PCL). However since the conversion was done many pilots have complained that the PCL control circuitry does not recognize their inputs to the system and that they have been unable to turn on the runway lights.Now that the street lights are on permanently and the runway lights are difficult to turn on the opportunity exists for pilots at night to think that they have turned on the runway lights (when in fact the runway lights have not turned on) and mistake the street lights on Capitol Expressway for the runway.I have already heard reports of pilots mistaking the street lights for runway lights even when the runway lights are turned on. If the runway lights are turned off the temptation to assume the street lights are the runway lights will be VERY strong.There needs to be something done to prevent this potential disaster. At a minimum there needs to be an entry in the Airport and Facilities Directory that alerts pilots to the possible error. Fixing the PCL so that it is easier to turn on will also help.




Synopsis: An experienced area Flight Instructor advised that the new street lights installed to the east of and parallel to the runways at RHV are easily mistaken for runway lights. Difficulties associated with activating the newly installed pilot controlled runway lighting exacerbates the likelihood of misidentifying the highway as the runway.
Date: 201606
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: While flying the ILS 22L into EWR we heard an aircraft in front of us report that 'They may have just flown past a drone'. The tower then asked us to be sure we heard the report. I was the Pilot monitoring so was looking intently for the drone. At about 420 MSL the drone came into sight above and to the right of our flight path. The FO also had it in sight and no deviations were needed. It all happened very fast and the object was quite a blur. It appeared to be brown or grey in color and the outline of circular rotor blades visible. Size; speed and direction of travel impossible to tell. It appeared stationary from my perspective but may be because of the large speed differential. We landed completely normally other than spotting the drone. We verbally reported to the tower and also were met by police who wanted a description as well.


Second narrative: The aicraft was stable and the drone was not in our immediate Flight Path as it was to the right and above us. The CA filed a report to capture the details for the company.


Synopsis: An air carrier crew was notified by EWR Tower about an earlier UAS sighting. They also detected the UAS at about 420 feet; but the craft's details were difficult to determine.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On taxi out; ENG 1 overheat light illuminated. Consulted the QRH (shut off engine and discharged fire bottle) and returned to gate. For safety declared emergency and equipment followed. Cockpit indications [were] all normal except ENG 1 overheat light. Outside reported engine normal as we taxied to gate.




Synopsis: B737-700 Captain reported that engine #1 overheat light illuminated on taxi out. Engine was shut down; fire bottle discharged; and flight returned to gate.
Date: 201512
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: Taxi
ATC / advisory: Tower ZZZZ
Second aircraft: A330
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: I had taxied the aircraft to a hold short position on Z1 for RWY36L and parked the brakes. While waiting for our clearance from tower to takeoff our aircraft was struck on the right stabilizer and then right wingtip by an A330 that taxied behind us. Our aircraft was not moving as we had the brakes set.We [notified] tower and requested assistance. I made several PA's to the cabin crew and passengers to stay seated and keep calm. Ramp personnel and a fire truck observed the damage and no spillage of fluids. We left the aircraft configured as it was and coordinated a return to a gate. There were no injuries to crew or passengers.After arrival at the gate station personnel rerouted the passengers and crew. I informed dispatch and the Chief pilot on duty; as well as Union representatives. After ensuring the aircraft and passengers were secure I left with the crew to the hotel.


Second narrative: Captain taxied out to Runway 36L on Z1 for takeoff. Holding short with brakes parked. Aircraft was struck from behind on right stab and right wingtip. By an A330. [Notified ATC]. Fire trucks called; escorted back to gate. Aircraft left configured for inspection.


Synopsis: A B777 flight crew reports being struck on the right horizontal stabilizer and the right wingtip by a passing A330; while holding short of the runway for takeoff. The flight returns to the ramp for maintenance.
Date: 201303
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During our enroute climb we received an Avionics Smoke Warning accompanied by the smell of fumes. We declared an emergency and got vectors to return to our departure airport. After landing we stopped on the runway for CFR to inspect for hot spots. When they found none we cleared runway and taxied to ramp parking where CFR inspected inside the aircraft for overheating avionics and/or lithium batteries in a shipping container. Preceding this event we had a deferral of the Field Limit Computer System 2 and the MEL did not direct us to pull the circuit breakers; thus power was applied to [the system which] caused overheating and fumes of the system 2 computer. I recommend that pulling circuit breakers should be written into the MEL.




Synopsis: An A300 flight crew declared an emergency and returned to their departure airport after receipt of an Avionics Smoke warning accompanied by the smell of electrical fumes. A circuit breaker involved with an associated system had not been pulled when deferred prior to departure.
Date: 201405
Local time of day: 1801-2400
Location: ZKC.ARTCC, KS
Flight conditions: Marginal
Weather elements / visibility: Turbulence; Thunderstorm
Aircraft: Gulfstream IV / G350 / G450
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather
Primary problem: Weather

Narrative: Enroute to PHL at 45;000 feet we encountered a 5 minute period of heavy moderate turbulence. There was a north south line of thunderstorms stretching 800 miles centered over Nebraska along our route. We transited the area along the same route that ATC had sent all previous airline traffic. Passengers and Flight Attendant were briefed and cabin was secure. We encountered speed variations between .83 and .74 and altitude variations between 44;700 and 45;300 feet. We advised ATC of the turbulence and there was no traffic near our altitude. In retrospect the situation would have been much safer if our situational awareness could have been expanded by looking at the real time weather radar picture available thru using the onboard wireless to access internet live radar shot. Our current company policy forbids the crew members from accessing the WiFi signal during flight. The aircraft radar only gave us a sliver of the big weather picture and it is possible that with more information a smoother route could have been selected.




Synopsis: G IV Captain experiences moderate turbulence at FL450 on a transcontinental flight due to a long line of thunderstorms perpendicular to his route. He believes he may have been able to choose a better route had he been able to view a Nexrad radar image via on board WiFi which is prohibited by his company.
Date: 201403
Local time of day: 0001-0600
Location: SNA.Airport, CA
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SNA
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Other / Unknown
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Landed at SNA Runway 19R.  Exited Taxiway E.  Just prior to turning on to Taxiway A noticed helicopter approaching  on Taxiway A flying southbound; opposite taxi flow; at a high rate of speed.  Locked brakes and stopped short of Taxiway A to avoid a collision. Ground Control was busy with radio communications. The helicopter took no evasive action and passed 30 feet off our nose 10-15 feet above the taxiway.  After the helicopter passed us; Ground Control told us to stop short of Taxiway A.  Had we not stopped; the helicopter would have collided with our aircraft. After talking to the Tower Supervisor; my understanding is that Ground Control; with Tower concurrence; can clear helicopters to takeoff from Taxiway A opposite the taxi flow of jets exiting Runway 19R.  I think this is an extremely dangerous practice and collision potential is high.  Runway 19L was available to the helicopter for back taxi and takeoff but was not used.




Synopsis: B737 Captain exiting Runway 19R on Echo reports a near collision with a helicopter air taxiing southbound on Alpha at SNA.
Date: 201911
Local time of day: 1201-1800
Location: SPG.Airport, FL
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence
Light: Dusk
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class D SPG
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was on an IFR flight plan to SPG. During the descent into the airport in the IMC condition; ATC clears me to fly direct to IAF (Initial Approach Fix) JRGAL. I was not sure if the approach that I load in the GPS was correct; so I looked over to verify. When I looked back at the instrument; since it was a descent turn; I got disoriented. It took me two to three seconds to recover; however; I ended up heading 90 degrees to the right of my course and around 300 feet lower. I then informed ATC and continue to destination without other problems.




Synopsis: Pilot reported disorientation on a descending turn in IMC led to deviating from approach course.
Date: 202106
Local time of day: 0601-1200
Location: N90.TRACON, NY
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B EWR
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On PHLBO 3 arrival to EWR; approximately 5 to 10 miles south of PHLBO; level at 6;000 feet; 250 KIAS.  Saw a bright yellow drone off the left side of the aircraft; maybe 200 feet below our altitude and 100 feet lateral. Reported the drone sighting to ATC; New York Approach Control on 120.15.




Synopsis: Air carrier flight crew was descending into a Class B airport on a STAR. At approximately 6;000 feet they had a near miss with a UAS and advised ATC.
Date: 201405
Local time of day: 0001-0600
Location: ZAB.ARTCC, NM
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were delayed leaving so we were in the very early morning hours when this happened. As we neared White Sands; NM our Dispatch advised us that the military was conducting GPS jamming exercises; so we were anticipating losing our GPS signals for a short time period. We got a warning on our FMGC that GPS signals were being lost. We were able to see on our FMGC that the signals had degraded. As we neared an intersection the aircraft began to bank the wrong direction in a 30 degree bank. I had to select heading to force the aircraft back on course. ATC then called and said we were 5 degrees off on heading to the next intersection. Once I had the aircraft back on course I found that we had lost both GPS signals completely. Apparently the FMGC weighs the GPS signal very highly and losing it from a very good to lost signal caused the aircraft to shift the perceived location enough to cause a 30 degree bank and ATC to see the error. Eventually we recovered GPS number 2 but GPS number 1 never came back online. After the signal was lost and things 'settled down' it seemed that the system was able to restore an accurate position. We confirmed position with basic VOR tuning and flying over the VOR. Military was conducting GPS jamming in area. Dispatch was aware that this was happening but ATC was not. We had a momentary loss of nav position as the FMGC had to adjust to the loss of its' best and most accurate signal. This adjustment meant we had a slight nav error. Please have ATC advised when GPS jamming will occur in their ATC zones. Please give pilots a method to disable GPS when jamming will occur to avoid the nav errors when the FMGC has to adjust to losing the GPS signal. Please give pilots a method for recovering a GPS signal when the receiver won't recover on its' own. Perhaps pilots will have to be advised to use heading when going into a GPS jamming area. ATC may need to increase separation if GPS jamming will occur as they are used to our aircraft having a very high level of nav accuracy.




Synopsis: A321 Captain describes the effects of military GPS jamming on his aircraft over White Sands late one night.
Date: 201812
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown
Second reporter function: Technician
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Three mechanics assigned to accomplish an irregular refuel process on Aircraft X. After I reviewed MEL AMM we started the refuel process. One mechanic in the flight deck to monitor the fuel load; and in direct radio contact with a mechanic at the fuel panel. The refuel process started and stopped several times as the fuel load was balanced. There was some miscommunication causing a few gallons of fuel to spill on the ramp. A fuel spill kit was brought in to contain and clean up fuel.


Second narrative: There was no power at the fueling panel. Fueling procedure per MEL [and] AMM were followed. I was in the flight deck to read fuel quantity while fuel was added to aircraft. We were near the total fuel needed but had too much fuel in the right tank. I said to stop fueling on the radio and said I was coming down [to] review the fuel numbers. We were discussing the numbers when we saw fuel coming out of the wing. We immediately contained the fuel spill.


Synopsis: Maintenance personnel reported a communications breakdown during irregular refueling procedure resulting in fuel spill of a B737.