elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification; Workload
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: I took off to do a single refresher pattern in a Cherokee Six. The wind was about 10 gusting to 14-16; 20-30 degrees off the runway (to the left). On final approach I experienced gusts and bumps until reaching around 300 AGL; at which point the wind calmed. The approach proceeded normally until right before touchdown; when there was a strong gust from the left and the nose kicked into the wind. I immediately applied power but was unable to regain control of the airplane. One wheel departed the runway to the left. The plane then responded to my rudder overcorrection and kicked back to the right. I went off the right side of the runway; and through the grass. At this point I cut off the power and the mixture. The plane came to rest in a patch of mud about 200 FT off the right side of the runway.I was landing on Runway 01; and during my downwind leg the AWOS reported the winds as 330 at 10 gusts 15. I felt comfortable and in control during takeoff; pattern; and approach. It was only during the flare that I felt the plane was getting away from me. Nobody was injured and there did not appear to be significant damage to the airplane. The most likely human factor that contributed to the incident was my lack of recent experience. I had recently had an annual review in a C172; and before that I had not flown in about six months. I should have flown in the plane with an instructor before flying solo PIC.




Synopsis: A PA-32 pilot lost control of his aircraft in the flare after a wind gust moved the aircraft and; unable to regain control; the aircraft departed the runway stopping in a mud flat without damage or injury. The pilot had not flown for six months and his previous review was in a C-172.
Date: 201409
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class G ZZZ
Aircraft component: VHF
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Distraction
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: Human Factors
Primary problem: Human Factors

Narrative: I was practicing for a spot landing competition.  After 7 laps in the pattern; I decided to depart and rolled to the turnaround area at the end of runway XX which I had used largely for the sake of convenience as wind was calm.  I had set my altimeter so that field elevation read 1000 feet for practice; so I made a takeoff call and tuned AWOS.  Unable to hear the AWOS broadcast; I set the altimeter to read field elevation; checked for traffic; and took off runway XY; having forgotten to tune the CTAF.  After no more than 100 feet of climbing; I noticed the AWOS on the radio and failed to realize I should be on CTAF.  Shortly after that I noticed another airplane (I was not able to identify it but it looked like a C172/C182) on short final; very close to myself and flying nearly a collision course.  I initiated an evasive right turn and continued to my home base without making any further communications on the CTAF. I had not heard any radio communications; but 122.9 had been quite busy all day; so it is quite possible I missed one.  One factor in this is that I had been talking with my passenger for much of the flight and not paying close attention to the radio calls being made.  I believe the other aircraft had made a straight-in; as I did not see it when looking for traffic and I would have expected to hear radio calls in the pattern prior to having tuned the AWOS frequency; but it is possible I had simply not seen it and not heard radio calls due to my lack of attention or being on the wrong frequency. To prevent recurrence; I will be checking radio frequencies prior to takeoff; limiting conversation when in the pattern and paying more attention to radio traffic in general; ensuring that I announce my departure only when fully ready to take off; and recommending other pilots do likewise.




Synopsis: C152 pilot reports a NMAC shortly after takeoff with an opposite direction Cessna. The takeoff had been announced on CTAF with no response then the radio switched to AWOS and the takeoff initiated.
Date: 201502
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On climb out on our second leg (after flying 10hrs31min) we were given a 5;000 feet level off. The aircraft over shot by seven hundred feet. We began a descent back to 5;000 feet. It was only a momentary over shoot. The pilot monitoring called out the deviation. There was no contact about the over shoot with ATC. We were all so tired that no one really cared. 2nd leg of a 12 hour flight is unsat and unsafe. We were dangerous the rest of the flight. In hind sight I should have stopped the jet at the original destination.We were fatigued and unsafe due to our schedule and time zone changes.Do not schedule multiple legs and use 2 extra pilots to justify over 12. It is impossible to get proper rest when the legs are broken up with 10 hours and 2 hours. 8 time zones with an arrival that is at the bottom of our base time (6:00am).




Synopsis: B777 international Captain reported extreme fatigue was a factor in overshooting a cleared altitude on leg two following a 10:31 first leg.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Descent; Climb
Airspace: Class A ZZZ2; Class B ZZZ
ATC / advisory: TRACON N90
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Troubleshooting; Time Pressure; Situational Awareness; Distraction; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 10 minutes into flight while climbing through 12;000 feet the aft cabin flight attendants reported an oil smell. Several minutes later the smell dissipated; we continued climb to cruise altitude. During the descent into ZZZ1 the same oil smell was observed again by the aft cabin flight attendants. Flight crew was made aware of the smell approximately passing through 10;000 feet. The smell dissipated prior to landing.  Flight crew and forward flight attendants never smelled anything. A detailed logbook entry of the event was made as well as filling out the odor report form; which was left with outbound operating crew.




Synopsis: Air Carrier Pilot reported the aft cabin flight attendants noticed an oil smell during climb; cruise; and descent. The flight deck and forward flight attendants did not smell anything.
Date: 201703
Local time of day: 0601-1200
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction
Second reporter function: Captain; Pilot Not Flying
Anomaly: Conflict NMAC; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors; Airspace Structure
Primary problem: Environment - Non Weather Related

Narrative: On approach to SJC the Captain pointed out a drone that was in very close proximity to the aircraft. As I glanced out the right window I could see the drone maneuvering as the sun reflected off of its surface in rapid motion.This is a systemic problem in the National Airspace System with potentially tragic results should an individual; or group; choose to use a drone as a weapon against an aircraft. I can only speculate but it would not seem to take too much effort by a motivated party to intentionally impact an aircraft during the landing or takeoff phase of a flight. Based on my limited knowledge of the guidance of said drones; I can only speculate as what sort of technology could thwart this threat outside of some type of frequency band jamming.


Second narrative: We were talking with NorCal approaching the KLIDE intersection. The aircraft in front of was on approach and had reported that he had a near miss with a drone. We were on the final approach for Runway 30L when I looked to the right side of the aircraft and saw the drone about 30 to 50 yards. I reported it to the Tower after we landed we had him call NorCal so that he would know that the drone was still in that area.


Synopsis: B737 flight crew reported sighting a drone in close proximity to their aircraft while on approach to SJC near KLIDE.
Date: 201811
Local time of day: 1801-2400
Location: ZBW.ARTCC, NH
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZBW
ATC / advisory: Center ZBW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had given Aircraft X direct PROVI; then a while later gave him the descend via clearance. I noticed he started down pretty early so I was watching to make sure I didn't lose spacing with the aircraft behind him. He asked about the speeds on the arrival and I told him to use the published speeds. As he got close to 11;000 feet I asked him his airspeed because I was losing spacing. I then noticed that his altitude went to 10;700 (and the lowest they are supposed to descend is 11;000). I told him to climb and maintain 11;000; got the readback; and then told him the bottom altitude he should be descending to between there and KRANN was 11;000. He responded that he got that now. I didn't point him out to Providence Approach because I thought climbing him was more important; and by the time I issued the climb and got the readback he was out of their airspace again. I called Boston Approach to let them know to keep an eye on him; then I switched him. I realize now that I never gave him the descend via clearance again. There is still a lot of confusion for pilots about descend via procedures. I think they still need better training; especially when it comes to speeds. They still ask us about speeds all the time.




Synopsis: Boston Center Controller reported an aircraft descended below the clearance limit which caused an airspace violation.
Date: 202007
Local time of day: 0001-0600
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Other unknown
Mission: Other unknown
Flight phase: Other none
Aircraft component: GPS & Other Satellite Navigation
Component problem: Design; Malfunctioning
Reporter organization: Other unknown
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Ambiguous

Narrative: We need to understand the true implications of the GPS being unreliable. The current idea is that the GPS will be deferred if the symptoms arise despite the underlying condition being ever present.(GPS could fail; regardless of the predeparture integrity check Passing)This risk needs a control; whether that be placing the KNOWN DEFECTIVE units on deferral; placing a restriction on the flight planning predication on GPS availability; or (unlikely) updating the RAIM check to consider the defect in our MMR.Honeywell iMMR has a confirmed issue causing it to not being able to receive a specific satellite in the GPS constellation. This causes a loss of GPS signal when the iMMR is unable to receive an adequate number of satellites due to the defect. In pre-departure stage of flight planning Dispatch runs a RAIM check to determine whether GPS signal will be available during the course of the flight. However this RAIM check is not considering the defect in our receivers; thus rendering the check invalid. While the check has passed reality is that the GPS may not be available due to the defective unit.The greatest risk would be during the landing phase where a flight was dispatched predicated on utilizing a GPS approach. However again due to the inaccurate RAIM check the GPS receiver is not available to resolve the satellite constellation and the flight must divert due to no available approaches. This situation is worsened if instead of the destination the alternate airport was planned to use a GPS approach; after diverting from their destination the flight now has no approach available at their alternate due to the; invalid RAIM check at the time of flight planning.In less severe cases we are still planning on having GPS coverage; despite knowing the MMR receiver is faulty and could 'fail at any time' (technically it could be forecast when they would fail).




Synopsis: Pilot described the need to understand all implications resulting from the failure of GPS.
Date: 201601
Aircraft: B737 Undifferentiated or Other Model
Operating under: Part 121
Flight phase: Cruise
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I am curious to know what the cost would be to procure better LNAV/VNAV/Autothrottle software for our B-737s. Although we can and do fly the aircraft safely; the current software does not provide a smooth flight for our Customers during climbs and descents; and does not preclude costly overspeeds of our flaps. We have been told that not raising the flaps up prior to 230; it can result in an inspection costing $500;000. I would say we could purchase a much better software package and utilize VNAV for that $500;000 (times however many overspeeds occur per year). Yes; we are expected to prevent such overspeeds and not rely on automation; but by that logic; why do we have a gear or configuration horn; when we are expected to properly configure as well? The -700 is not immune to our poor software either. I find it embarrassing when our aircraft levels off during a climb because it is two knots slow; then performs an aggressive pull up followed by slightly negative G pushover when attempting to climb to cruise altitude.Additionally; I was cruising at our optimum altitude of 39;000 ft with .785 as ECON Cruise; without encountering Mountain Wave; the aircraft accelerated close to .82M; which we took action to prevent an overspeed; then decelerated to .71M; close to Min Maneuver at high altitude. (I wrote up the autothrottle system on this aircraft). Our new ECON Speeds have us cruising and descending at high Mach speeds; resulting in overspeeds and/or the use of speedbrakes during a VNAV descent; despite inserting the Forecast Descent Winds. This is unacceptable and can be fixed with a better software package; which can be offset with the decrease in overspeed inspections.




Synopsis: B737 Captain described over speeds during VNAV arrivals and departures caused by FMC software and believes that updating the software would be less expensive than over speed inspections and smoother for the passengers.
Date: 201707
Local time of day: 0601-1200
Location: DAB.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 8
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class C DAB
ATC / advisory: TRACON DAB
Second aircraft: Commercial Fixed Wing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: While climbing on a downwind out of 7FL6 Spruce Creek; I called DAB to practice two GPS instrument approaches to the Spruce Creek Airport; 7FL6. I followed all ATC's vector commands with read backs. I entered the transponder code given. Read back with code and tail number and I received no 'Read back correct' on this or any of the ATC's vector commands that morning. Once; while being vectored away from the FAF 'GAMGY'; I was told to turn right to 330 degrees which was approx a 340 degree turn. I requested to go left and was granted request. Then I was instructed to go right. At one point during the vectoring; I had a near miss with a jet aircraft who was turning away from my path. I was directly under him. At this point; I was approaching the Deland Airport 'DED' & looking down on the main runway 30. At this point; I advised the ATC operator that I was not landing at DED but Spruce Creek. After the near miss and arriving above the 30 runway at DED; and being flow away from my intended waypoint; I became confused. I was then told to climb to 2500 ft and proceed to GAMGY. To climb to 2500 ft and go direct to GAMGY would have been impossible because I was only a couple of miles away-I was at 1700 ft and the approach alt was 1700 ft. I then asked to cancel the request for the approaches; for at this time; I had no confidence in the ATC personnel that I was working with in the DAB tower. A loud screaming voice came back to squawk 1200 and accused me of not following instructions.




Synopsis: GA pilot reported missing and confusing ATC directions that led to a near midair collision in DAB airspace.
Date: 201303
Local time of day: 1801-2400
Location: IAH.Airport, TX
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
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
Primary problem: Aircraft

Narrative: Shortly after takeoff the purser called the cockpit to report a significant vibration under the floor of the cabin from mid wing area and extending forward to the First Class Cabin. We contacted Dispatch and Maintenance Control to get them in the loop. After some troubleshooting that did not resolve the problem; we elected to return to the departure field. An emergency was declared with ATC. We dumped approximately 40;000 LBS of fuel and landed approximately 16;000 LBS over maximum landing weight.


Second narrative: During the initial climb the flight attendants notified the cockpit that unusually loud noises and a thumping noise with a great deal of vibration was heard in the cabin of the aircraft. They described the noises and vibration as something they have never encountered before. The Relief Pilot was sent back to the cabin and he also confirmed that the noises and vibrations were abnormal. The landing gear was cycled and had no effect on the noises and vibrations. The Captain called Dispatch and Maintenance Control to help with the problems as I flew the aircraft; handled ATC; and maintained situational awareness. No fixes or determination of what was causing the vibrations and noises were able to be made. The decision was made to return to the departure field. ATC was advised of our intent to return; that we will be dumping fuel; and declaration as an emergency aircraft. Fuel dumping was performed as per the Flight Manual. Dispatch helped in coordinating the return; overweight landing and landing data. Maintenance Control handled the logging of the defect as per his request. The approach and landing was uneventful and smooth. After landing the emergency vehicles observed and reported nothing out of the ordinary with the aircraft. We taxied to the gate and secured the aircraft; made sure the passengers and flight attendants were being taken care of and then we debriefed the awaiting mechanics. The vibrations and noises occurred throughout the entire flight.


Synopsis: The pilots of a B767 were advised by the flight attendants of an odd noise and vibration in the cabin floor. After reviewing the problem with the company Dispatch and Maintenance Control personnel; the crew determined that returning to the field was the best course of action. They declared an emergency; dumped fuel and performed a successful landing slightly over weight.