elihoole/asrs-aviation-reports huggingface dataset:
Date: 201702
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Automation Aircraft Other Automation
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had a great deal of difficulty establishing contact with Tower. We were finally cleared for the visual. On final we were on speed and had no sink rate warning. We had a hard landing. We didn't realize that we had a tail strike until we were taxiing in. This was indicated by an EICAS message.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B767-300ER flight crew reported a hard landing resulted in a tail strike.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Human Factors

Narrative: I was in trail following a friend to the airport; my first day solo in a tailwheel airplane. We were communicating. He advised that he would land and roll-out to end of runway (grass) and that I should land and we would both back taxi. I was too close in trail. He landed; but then decided to back taxi immediately. I was on the ground rolling out as he began his 180 back taxi turn. I told him to stop over the radio. He was near the center line of runway and there was no room for me pass him. I steered left of center to avoid hitting him and rolled off the runway into shrubs and saplings traveling at less than 20 mph; engine at idle. Prop struck 3/4' to 1' diameter saplings and stopped. There was no visible damage to airplane. I was not injured. Plane was towed with a strap and pickup truck back onto runway and inspected. Again; no visible damage. I preflighted the airplane; started the engine and completed pre-take off check list including longer than usual run up. All indications were normal. I departed and returned the airplane to it home base. In hindsight; if he had a problem landing; I am not sure I had enough room/speed to go around. Lesson learned was don't land unless runway is completely clear regardless of previous arrangements.




Synopsis: Small aircraft pilot landing at non-towered airport reported the traffic they followed back taxied on the runway as they were landing causing them to take evasive action and leave the runway.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Training / Qualification; Workload; Situational Awareness; Communication Breakdown
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: This occurrence happened after maneuvers. We were practicing normal takeoffs and landings at ZZZ which had a crosswind component of 10 kt. After a first attempt and go-around; we decided to try again. On the second approach in; we proceeded to come in slow; 50 kt.; and I prompted my student to add in power. However; he was frozen and too fixated to notice the low airspeed. I should have promptly issued a go-around and should have taken the controls. However; I was not forceful enough and was not able to take the controls from my student to go around; resulting in a rough landing and a tail strike. We ended up going around and did not feel there was any difference in controls and continued back to ZZZ1.Later after pushing the plane back; we noticed the damaged tail piece and the bent tail strike protection. This could have all been avoided with just a simple go-around. At the slightest feeling of something not going right - for example; not being lined up or being too slow on final - a go-around will ultimately save a bad landing from happening. The student and the instructor should always be communicating and be aware of the situation that is happening. A positive exchange of controls should be practiced frequently so that the exchange can be flawless and can prevent situations where a student may be fixated or task saturated. The reaction to go around was not quick enough and resulted in the tail strike. Task saturation is a real thing; especially if a student pilot is being introduced to a new airport and also uncontrolled airport operations as well. To wrap things up; going around is your best option and positive exchange of controls should be practiced not only when braking; but also while in the air; even in critical phases of flight.




Synopsis: C172 Flight Instructor reported a tail strike during a landing maneuver on a training flight.
Date: 202202
Local time of day: 1201-1800
Location: IAH.Tower, TX
Flight conditions: VMC
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B IAH
ATC / advisory: Tower IAH
Aircraft component: Radio Altimeter
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Distraction; Human-Machine Interface; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Aircraft

Narrative: Approximately 10 to 20 seconds after take off; we noted an amber RA (Radio Altimeter) flag on the Captain's PFD.  All other systems and indications were normal; and the First Officer's radio altimeter continued to function normally. The RA flag lasted for approximately 15 seconds; and then all indications and functions returned to normal. We reported the anomaly to Houston; sent a maintenance report; and reported the event to dispatch. The rest of the flight was conducted normally; and without further incident.




Synopsis: An air carrier Captain reported on departure from IAH the Captain's side Radio Altimeter failed for about 15 seconds.
Date: 201706
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E CLT
ATC / advisory: TRACON CLT
Second aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were descending via the JONZE arrival into CLT. We were at the published speed of 250 KIAS. Passing through 16;000 ft; we encountered wake turbulence. The aircraft suddenly and violently rolled right about 20 degrees; followed quickly by a 40 degree bank to the left. The airspeed fluctuated approximately 20 knots during the encounter. As the aircraft rolled left the autopilot disconnected. I turned on the continuous ignition; told the FO 'my flight controls' and assumed manual control of the aircraft. I leveled the aircraft at 16;000 to attempt to stay above the flight path of the preceding traffic that caused the wake encounter. We informed ATC of our encounter and they gave us a new clearance to descend to 9;000. They informed us that we were following an aircraft that was 7.8 miles in front of us. I transferred control back to the FO and he flew a shallower descent to stay above the wake. I called back to the flight attendants to make sure everyone was ok. There were no injuries. The rest of the flight was uneventful. The spacing between us and the aircraft in front of us led to a wake turbulence encounter. We had a quartering tailwind during this leg of the arrival; which made the wake linger in our flight path.




Synopsis: CRJ-700 Captain reported encountering wake turbulence at 16;000 ft on Arrival into CLT that resulted in a 'violent' roll right and left.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Large UAS; Fixed Wing
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Observation / Surveillance (UAS)
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Unknown
Component problem: Malfunctioning
Reporter organization: Government
Reporter function: Person Manipulating Controls (UAS)
Reporter qualification: Flight Crew Remote Pilot (UAS); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person UAS Crew
When detected: In-flight
Result: Flight Crew Overrode Automation
Contributing factors: Aircraft; Human Factors; Software and Automation
Primary problem: Ambiguous

Narrative: While operating on a preprogramed mission mode at FL 220 and 136 IAS; I uploaded a new mission to adjust our profile for clouds ahead. The new mission was a new altitude of FL 200 and an airspeed of 105 IAS. After the mission was updated; the UAS pitched up to slow down before commencing a descent to the new altitude. Normally at this speed; altitude has priority over airspeed. I was expecting the UAS to descend first while slowing down. I took control of the UAS and quickly initiated a decent to FL 200. Later in the flight; We tried to duplicate the issue. However; we were unsuccessful. The discrepancy was noted and is currently being reviewed by engineering. In the future; I will verify the autopilot preference mode first before initiating a descent or climb regardless of the current IAS. I will also upload one change to the mission at a time and upload the other after the completion of the first.




Synopsis: UAS pilot reported that while the UAS was in cruise flight being flown by the autopilot the flight crew made changes to the flight profile; resulting in an undesirable aircraft state. The pilot saw the error and made a manual correction before there was a loss of aircraft control.
Date: 201509
Location: LBE.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch; Taxi
Airspace: Class D LBE
ATC / advisory: Ground LBE; Tower LBE
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Problem: Supposed 'settlement pond' approximately 200 feet east of Runway 5/23 at LBE. Location is northeast of Taxiway Kilo. Area is filled almost year round with water runoff. Cattail and weed vegetation fills 'pond' area. Area filled with frogs and insects (mainly mosquitos). Extremely large flocks of birds are constantly in this pond area. Size varies from blackbird size to large raptor. With a large corporate jet base; a FAR 121 Air Carrier service (5 to 7 flights per day) and 141 flight school along with Large GA aircraft population a serious safety issue arises. Both Tower and ATIS advise of bird activity. So we know airport is aware of problem on every takeoff no matter size of aircraft; bird flocks or individual birds arise from this area and on most occasions fly toward runway. On recent afternoon on 3 separate takeoffs I fully expected to have collision. Luckily none occurred. I feel this situation is intolerable and an accident waiting to occur. Solution: fill said area eliminating bugs which eliminated food which would eliminate birds in this area. I do not care of EPA and or Penna DNR regulations. Human life is more important than a cattail or bird.




Synopsis: An LBE based pilot described the 'settlement pond' east of Taxiway A between Taxiway K and the Southwest end of the terminal ramp. The pond is a bird feeding area attracting birds which become threats for aircraft departing Runway 5/23.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Duchess 76
Operating under: Part 91
Flight plan: VFR
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Training was in progress on LC1; Aircraft X was in the VFR pattern on right down wind and cleared touch and go following a Cessna on final; Aircraft Y was VFR on left downwind and sequenced to follow Aircraft X. Aircraft Y reported BE76 in sight and cleared to land following Aircraft X. The Controller then saw Aircraft Y and Aircraft X in close proximity to each other and issued a left three sixty to Aircraft Y. Aircraft X ask the Controller if he should go around and said 'that was a near miss.' The developmental Controller being trained was behind on his traffic and not keeping up; as the CIC I should have told his trainer he should think about taking over the position.




Synopsis: Tower Controller witnessed a pilot declared NMAC when traffic on a right and left downwind conflicted turning base to follow traffic on final; the reporter indicated the instructor should have taken Local sooner.
Date: 201510
Local time of day: 1201-1800
Location: ASE.Airport, CO
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ASE
ATC / advisory: TRACON ASE
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; Human-Machine Interface; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the LOC DME 15 approach to ASE; at 0.2 miles prior to the fix XTREM; I called for the altitude alerter to be set to 9700. This is what was indicated on the FMS next to the fix KYACK. About 0.5 miles from XTREM requested the FO increase the descent rate from 1200 FPM to 1800fpm in order to put the descent indicator in the proper position just beyond the fix. We received the Caution Terrain; promptly followed by Caution Obstacle when descending near the fix KYACK. We immediately executed a Go-Around; then followed the published missed and notified ATC that we went missed due to a terrain caution. After completing the missed approach; I realized that when programming the FMS; I had incorrectly entered the altitude at the fix KYACK as 9700; instead of 10300 as published. This error wasn't caught on our FMS cross-check. I called for the altitude to be set; and glanced at the chart; but didn't catch the error. In the future I will maintain a heightened awareness when setting up a complex approach and ask the FO to carefully cross check my work. An extra moments care would have revealed the error if I took an extra second to interpret the profile view of the chart. Also; if I see the need for an unusual descent rate without any contributing factors; I will immediately question if the descent angle or altitude is wrong.




Synopsis: CRJ700 Captain reported entering the wrong step down altitude in the FMC for the LOC DME Runway 15 to ASE. The error was not detected and the approach chart was not consulted during the approach. This resulted in a terrain warning and a go-around.
Date: 201903
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Aircraft component: Indicating and Warning - Lighting Systems
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Distraction
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: Having flown the MAX only a handful of times; I recognize that some things will take some getting used to. However; one thing that is very troublesome to me and my fellow pilots; whom I've spoken with to date; is the magenta MAINT light that pops up/illuminates on the display unit. On both legs I noticed that right at touchdown it illuminates well within our field of view. Twice now; it caught my eye and distracted me/us at a critical time. I understand the meaning and purpose of the light and I cannot believe that the timing for this notification NEEDS to take place right at touchdown. We need to focus on minimizing and mitigating at best the distractions we are already faced with. Need software update to NOT have the Magenta MAINT light illuminate right at touchdown and quite frankly; have it go away earlier than applying takeoff power. It is extremely distracting and a Safety issue in my honest opinion.




Synopsis: B737 Max 8 First Officer reported the illumination of the Maintenance light during landing is distracting.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Physiological - Other; Fatigue
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General Work Refused
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Was experiencing fatigue; headache and mild nausea; didn't feel well enough to do another two flights after the turn I had already done.Crew was concerned about COVID. Tested my temperature and it was elevated. Crew and I no longer felt it would be safe to keep me on the aircraft.Called in sick on line.




Synopsis: Flight Attendant reported having a headache; elevated temperature; nausea and feeling fatigued during the flight. The crew was concerned it could be COVID-19 symptoms; so the Flight Attendant called in sick for the next flight.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
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: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing through about 19;000 feet we received a red pitch trim main Inoperative caution message. We complied with the QRH and determined that the main page trim on the copilot side had become inoperative. We proceeded to continue the fight; at 27;000 outside of Reduced Vertical Separation Minimums (RVSM) airspace and contacted dispatch and maintenance to advise them of the situation. About 10 minutes later we received a yellow pitch trim FO switch fail message along with multiple trim audible warnings I went to the QRH to determine that that was a notification that the copilots trim switch which had failed. The FO continued to hand fly the plane as the QRH had called for the autopilot not to be use for continued and landed uneventfully.The first notification of the incident was the red warning message followed by the yellow caution message about a minute later.Maintenance believes that this occurred due to the FO trim switch not working properly. Maintenance worked on the airplane the following morning and deferred the FO switched from our trip continued as normal with no further incident from the system.




Synopsis: Crew received a red pitch trim main inoperative caution message and determined that the First Officer's pitch trim became inoperative. A short time later received a yellow pitch trim First Officer switch fail message along with multiple trim audible warnings and determined that was a notification that the copilots trim switch failed.