elihoole/asrs-aviation-reports huggingface dataset:
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Event / Encounter Weather / Turbulence; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Weather

Narrative: Landing XXL at ZZZ. Wind reported variable at 5 kts. Wind estimated to be 090 at 10 kts. gusting 20. Held crab and transitioned to slip for landing. Landed center line; but sudden gust lifted right wing and the aircraft veered left. I applied full right aileron; but aircraft departed the left side of the runway. The left main wheel fairing struck a runway light before I could reenter the runway. The nose wheel and right main remained on the runway. The aircraft suffered minor damage to the wheel fairing; and the runway edge light was damaged. Reported damage to Tower; Airport & FAA.




Synopsis: Pilot reported a runway excursion caused by gusting winds.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was flying in Aircraft X. I left ZZZ1; where the plane is hangared at; headed to ZZZ. I have friends that talk about landing on the sandbars on the river. I decided to check it out while I was that close. I flew for a while and found one that I thought was suitable to land on. I made several reconnaissance passes to find a landing zone. I found what I thought was suitable landing zone and started my approach. At about touchdown I noticed a sand dune (which turned out to be a shelf of sand) that was about 2 feet high. I decided to abort the landing right at touchdown. As I advanced the throttle the mains dug into the sand which slowed the plane down. I was able to become airborne again but didn't get high enough to clear the dune/shelf. The gear hit the new softer sand and slowed the plane down which brought the nose down into the sand. The plane tipped forward and left. The left-wing tip hit the ground and I had a prop strike. The left-wing tip is bent and the prop is rolled. There doesn't appear to be any further damage to the plane.




Synopsis: Pilot reported striking a sand dune when attempting to land on sand bars near the river; damaging the aircraft.
Date: 201401
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: About 30 minutes after reaching cruise altitude; Captain and First Officer altimeters fluctuated as I've never seen in 23 years of flying this aircraft. The fluctuations were on the order of 20-60 feet most of the time; but at times it was 100-200 feet. The fluctuations were very rapid and directly proportional to turbulence intensity; the greater the turbulence intensity; the greater the fluctuation. The standby altimeter fluctuated 20-30 feet. The Captain and First Officer altimeters fluctuated independently.We were in RVSM airspace; but I was never in doubt that we were precisely maintaining our assigned altitude. The autoflight at no time 'chased' the altitude fluctuations. Our altitude relative to TCAS targets was as expected and ATC never queried our altitude. Before our flight; the aircraft was parked for several hours in a heavy blowing rain. It is possible that water incursion into the static ports may be a factor.




Synopsis: A B767 Captain reported that at FL360 in cruise both altimeter systems fluctuated independently in turbulence up to 200 FT after the aircraft was previously parked in heavy blowing rain for several hours. The aircraft remained stable during the repeated altimeter excursions.
Date: 201503
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Takeoff / Launch
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had a brake overheat warning at rotation. We leveled off at 5;000 ft. and completed the emergency checklist. The warning cleared after lowering the gear and resetting the BTMS. I sent both maintenance and dispatch a text letting them know what had happened. About 15-20 minutes later at 39;000 ft. another warning message posted. It was the same brake; the LHOB. The reading indicated in the red and stayed there. We referenced the emergency checklist again which requires lowering the gear. We descended to a safe altitude to slow to 220 knots and completed the procedure. The BTMS showed in the red until the gear was lowered (once the gear was extended the indictor showed a decrease and remained in the green); which took a few minutes to coordinate a normal descent and lose over 20;000 ft. During the descent I contacted dispatch and let them know what was going on. I told them I thought a diversion was in order in lieu of any other suggestions from them (mainly due to fuel). They agreed and we arrived about 20 minutes later. After landing the message posted again and the LHOB indicator showed red and then an amber dashed line (dashed lines were not present in flight).




Synopsis: CRJ900 Captain experiences a brake overheat warning at rotation. The aircraft is leveled at 5;000 feet and the gear is extended to cool the brake; before continuing the climb to FL390. At FL390 the same brake indicates an overheat and the crew elects to descend to extend the landing gear then divert to a suitable airport.
Date: 201301
Local time of day: 1801-2400
Location: HOU.Airport, TX
Aircraft: Premier 1
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B HOU
ATC / advisory: Tower HOU
Second aircraft: Citation Excel (C560XL)
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: North flow with Runway 22 active. All Runways in use makes operations complex because traffic is departing; landing and taxiing to/from all quadrants of airport. Aircraft Z just landed Runway 30L; I scanned Runway 22; [and] then cleared Aircraft X for departure off of Runway 22. I line up Aircraft W on Runway 22 and clear Runway 30L when Supervisor yells; 'what are you doing; you have someone crossing down here!' I look and see Aircraft Y cross the departure end of Runway 22 on Taxiway GOLF. My departure is beyond the safe point to cancel takeoff. The ASDE alarms. Aircraft Y was instructed to taxi to Runway 35 at G3 intersection for departure. This runway intersects Runway 22; but G3 is North of Runway 22 and Aircraft Y was not cleared; nor should he have crossed Runway 22. Aircraft Y read back the clearance to taxi to Runway 35 at G3. I am not sure of what to suggest. This was a pilot deviation. Ground and Local controllers scanned the runways; and the pilot read back the correct clearance. Because of the complexity of the traffic flow on this landing and departing configuration; extra caution is always taken when taxiing aircraft to and from the runways. Ground Control assigned the correct runway; and the aircraft read back the correct clearance. Ground observed the aircraft taxiing to the correct runway and Local Control scanned the departure runway and saw that it was clear before departing Aircraft X.




Synopsis: A HOU runway conflict occurred when a taxiing aircraft crossed an active runway without clearance.
Date: 201811
Local time of day: 1201-1800
Location: ZZZ.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Loss of engine power as well as all non-electric gauges/instruments. [Advised ATC]. Established best glide while turning back towards airport. Decided that gliding to ZZZ airport was not going to be possible so I selected a suitable field and prepared to land there. Landing was rough but uneventful and no passengers or crew were injured. Emergency services were notified.




Synopsis: C210 pilot reported a loss of engine power led to an off-field landing.
Date: 201506
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: Medium Transport; High Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DEN
Aircraft component: ILS/VOR
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Fatigue; Other / Unknown
Anomaly: Deviation - Track / Heading 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 Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We got a reroute on the ground for radial to radial navigation to go to our destination. My First Officer (FO) and I pulled out an en-route chart and looked at it and then my FO entered it into the FMS and I was going to back that up with actually tuning the VOR and using the VOR's to navigate by. But neither of us expected to even have to do this as we just wanted direct DBL and normally you are able to get that.After we took off we actually had to fly what we were assigned.  We used the FMS to intercept the course and I brought up the VOR and then ATC asked us which radial we intercepted. Somehow even after looking it up and briefing it my FO managed to put it in the box and I managed to spin in the wrong the radial on my side to put us on the wrong radial. So we managed to navigate two separate ways wrong at the same time.Both the FO and I have been working a lot the past couple of months with lots of overtime and that is about the only thing that we could figure that would cause us to both mess up two different ways at the same time. For example this happened during XX of XY days on. I had worked X4 out of X6 on the day that it happened. My FO was in a similar situation.




Synopsis: Twin turboprop Captain reports receiving a clearance for Radial to Radial navigation to their destination. The First Officer sets up the FMC and the Captain attempts VOR raw data. Neither is successful. Fatigue was cited as a factor.
Date: 201807
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Company Policy; Human Factors; Procedure; Weather
Primary problem: Company Policy

Narrative: With weather in the Northeast; aircraft were being rerouted. Aircraft X was rerouted a total of 5 times for the weather. The reroutes I gave him were numbers 4 and 5. And he was just one of many. Aircraft were constantly being rerouted multiple times it was becoming very inefficient.TMU (Traffic Management Unit) should have a coordinator down on the floor during weather days like today so that we can get real time information on what routes these aircraft should be on. It is extremely unprofessional for us to be rerouting multiple times like this when the weather situation hasn't changed. The volume in the sector was moderate but if it had been any busier; this could have been an unsafe situation.




Synopsis: ZDC Controller reported the Traffic Management Unit's lack of assistance was causing aircraft to receive multiple reroutes.
Date: 201201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: A C172 was transitioning VFR from the southeast to a photo site northwest of the field. A C525 was issued departure instructions off Runway 16; with a left turn heading 030 and to maintain 2;000 FT. Traffic calls were issued and both pilots advised the other in sight. I also had both aircraft in sight. The C525 did not make any drastic maneuvers or climb out of assigned altitude. After the C525 was past the VFR C172 he changed to Departure without saying anything about the other aircraft other than he'll avoid him. It was not until later in the day; when the ATM called the Tower and advised the CIC to start paper work we're we aware of the pilots desire to file paperwork for a near mid-air. Traffic calls were issued. The pilots saw each other. And the Tower was providing visual separation.




Synopsis: Tower Controller working a departure and a photo mission aircraft transitioning the area was informed after the fact that a MIDAIR report was being filed; the reporter noting appropriate visual separation was being utilized.
Date: 201508
Local time of day: 0601-1200
Location: NCT.TRACON, CA
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: While in the turn and climbing above 3;000 feet AGL (on the LOUPE3 DEPARTURE from SJC runway 30L) we were notified by ATC that we had exceeded the 200 knot Class B limitation for SFO D30 ARC 8;000 foot floor (This overlapping airspace and speed restriction is not published on the LOUPE3 SID). The controller then advised us to maintain our current airspeed and be aware of the 200 knot restriction for the future. He did not issue us nor ask us to copy a phone number. It would be helpful if the SFO overlapping Class B airspace was depicted on the SJC LOUPE 3 SID.




Synopsis: MD80 pilot departing SJC on the LOUPE3 departure was advised by NCT that the speed limit beneath Class B Airspace (SFO) is 200 knots. The reporter suggested that the Class B veil should be depicted on all SIDs and STARs.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Elevator Feel System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
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: At flare pitch flight control took two hands to pull yoke back. After landing; conferred with FO (First Officer) who agreed that pitch control felt as if operating without hydraulics. Elevator feel computer failed. Ensure part testing and replacement checks are being accomplished.




Synopsis: B737-800 Captain reported abnormally high elevator control forces were needed for landing.
Date: 201711
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Flight conditions: IMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FO (First Officer) flying. On arrival into SJC on the RAZRR4 arrival and cleared for the ILS 30L approach. Around SEKKO received a 'display source 2' message on both PFDs. As the QRH was being run; the message went away. Then approaching KLIDE with the turn started; FO ND (Navigation Display) lost all NAV data; flight director went away and aircraft went into CW (Control Wheel) steering. Hand flew turn towards final but had overshot. Due to location and altitude; was directed to go around. Followed directions. Recovered ND somewhere on new downwind. Cleared for new approach and landed uneventfully.


Second narrative: On descent into SJC received display source 2 message that cleared itself while referencing the QRH procedure. Later while joining final both flight directors failed the FOs ND lost all data and the autopilot downgraded to CWS (Control Wheel Steering). FMS left and right were displayed in the scratch pads. A go around was executed and regained all data on downwind landed normally.


Synopsis: Boeing 737 Crew reported a dual NAV/Display failure while on approach. They executed a missed approach and recovered the failed NAV systems using the QRH while preparing for their second approach.