elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Nose Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Situational Awareness; Fatigue
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: As I was landing; I experienced a strong gust of wind that caused me to momentarily lose control of the aircraft resulting in a hard landing. Moments after touchdown; while still in a nose up 'landing flare' configuration; a strong gust of wind hit my aircraft causing an extreme upward pitch and lift back off the runway surface. As I nosed over to prevent a stall; I over-corrected resulting in a hard nose wheel strike; and an ensuing 'porpoise' bounce. I bounced a second time before fully re-gaining control of the aircraft. Fortunately there were no injuries though I did sustain damage to the nose gear. As I've considered the events leading up to this hard landing; I believe the important lessons to learn are that there can be personal performance degradation after a long day of flying. While the gust of wind struck at an unwelcome phase of flight; the reality is that my imperfect reaction was possibly compounded by a long day of flying around weather and fighting strong headwinds that increased the flight time beyond what was originally planned. In the future; I will stick to 'personal maximum' hours of flying so that I will be fresh even in the last minutes of a flight.




Synopsis: The pilot of a Cessna 206 experienced a strong wind gust during landing resulting in a bounce and subsequent nose gear damage.
Date: 201504
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Aileron
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on the LOC BC approach; at approximately 12 miles from the airport we had the airport in sight and continued it as a visual approach. Around 5 miles from the airport; the Captain; who was pilot flying; disconnected the autopilot. Soon after disconnecting the autopilot; he stated that the ailerons were extremely stiff and difficult to manipulate. Shortly after that we continued to land. I advised ATC and we landed without incident.




Synopsis: CRJ200 First Officer is informed by his Captain; when the autopilot is disconnected during approach; that the ailerons are very stiff. The approach is continued to a normal landing.
Date: 201708
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Received EICAS message 'Gear Disagree' followed by 'Gear Doors' message for the left gear during gear retraction. We ran the 'Gear Disagree' checklist; which had us dropping the gear. We had a normal gear down indication. Flight attendant called us and said the flight attendant at 3L heard a very loud grinding sound during gear retraction. We discussed the situation and decided we may have damage to the gear and or the tires. I was talking to dispatch over ACARS; then dispatch tried to call us on Radio; we had intermittent communication; but were not able to have clear communication because we were so low (5;000 feet). I told them to use Sat Com; but we were unable to get Sat Com established. I called them on my cell phone; and got through to dispatch and [maintenance]. We discussed fuel dumping and a return to ZZZ. I [advised ATC]. We decided; instead of flying box patterns with a lot of vectors; to hold over the ZZZ VOR at 5;000 feet. We informed approach of our intention to dump fuel. We dumped 48;000 LBS to get below max landing weight and to get us as light as possible for landing in case we had damage to the left gear and or tires. After fuel dumping; we made an uneventful landing back at ZZZ; at 348;000 LBS. Once on the runway; I wanted the fire department to check the left main landing gear area for damage. I had the APU on; and we shut down the left engine. The Fire Department informed us of no damage. I then taxied to the gate and shut down. Once at the gate; a mechanic came to the cockpit and told us we sheared off a gear actuator rod at one end.


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


Synopsis: B767 flight crew reported a GEAR DISAGREE and GEAR DOORS EICAS message after takeoff; dumped fuel and returned to departure airport. Post flight inspection revealed a sheared left main gear actuator rod.
Date: 201904
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was a pilot in training and doing multiple practice approaches to a few of our airports in our airspace. At the time of the incident; he was doing a missed approach off of the DMN airport. On the departure; I had him ident and radar identified him and gave him a turn towards EWM that was a fix down the road on is flight plan. His initial filing was to go missed at DMN; then back to the DMN VOR and join V94 to EWM. Without giving it much thought; I just gave him EWM in a climb to 090. Well; the MIA in that area is 095. I tried to climb him; but realized his rate of climb wasn't going to cut it and then I turned him north to get him out of that area sooner. I should've been more aware of the airspace MIA before turning him early off of his flight plan.  I will be more aware in the future of the MIA on an aircraft doing a missed approach. I don't believe I have any other recommendations.




Synopsis: ZAB ARTCC Controller reported issuing an altitude below the Minimum IFR Altitude to an aircraft; realizing the mistake later reporter turned aircraft before entering the higher MIA.
Date: 201906
Local time of day: 0001-0600
Location: SFO.Airport, CA
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B SFO
ATC / advisory: Ramp SFO
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Pulling into [the] gate; I noticed a tug driving perpendicular on a collision course; not stopping. I told the Captain to stop and the tug proceeded to cut us off; veering right towards the gate in front of our intended path. The tug driver had no intention of stopping for the aircraft; even after he finally noticed the aircraft.Inform ramp crew of hazards associated with driving dangerously around the airport.


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


Synopsis: Air carrier First Officer reported telling the Captain to stop when a tug drove in front of them as they taxied into the gate at SFO.
Date: 201712
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: We pulled into the gate in a normal fashion. I set the parking brake and in the time it took me to turn off the engine; anti-ice and the ignition; the Marshaler gave the all clear sign; chocks in and walked away prior to me shutting off the engines. I had barely had my hand on the start lever by the time this all happened. The ramp was wet and had compacted snow. By giving the all clear prior to shut down the Marshaler was putting the other Ground Crew at risk of injury; especially with the slippery ramp. The Ramp needs to slow down; await our cut signal before performing their duties. The Marshaling Agent was not following Company procedures and policies designed to keep them safe and exposed them to unnecessary risk by not awaiting my signal that it was clear. The Ramp needs to stop rushing and slow down and follow established procedures before someone is seriously injured or killed.




Synopsis: A B737 Captain reported that the Ground Crew gave all clear and chocks in before they even had engines shut down or gave cut signal.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On rotation noticed that the departure end on runway was covered with enough birds to cover 100 feet of the runway all the way across and off the sides.  We were past V1 and before the call for Landing Gear Up; we applied Emergency Trust to try and out climb the flock; but hit at approximately 30 birds. We smelled the birds through the bleed air system and elected to return to ZZZ. There were no abnormal engine or system indications.  We ran the appropriate checklists and safety returned to the gate we departed from.  Upon inspection of the aircraft discovered multiple strikes in the engines and leading edges as well as the landing gear.Tower could have a procedure where they scan the runway with binoculars before clearing an aircraft for takeoff.  If the birds were bigger; we could have lost both engines on takeoff and the result would be much more severe.  As it was there was damage to both engines.  There is no way to see the departure end of the runway from the flight deck on Runway XX at ZZZ from the flight deck.


Second narrative: On rotation on Runway X noticed that the departure end on Runway X was covered with enough birds to cover 100 feet of the runway all the way across and off the sides. We past V1 and before the call for Landing Gear Up; we applied Emergency Thrust to try and out climb the flock; but hit approximately 30 birds.  We smelled the birds through the bleed air system and elected to return to ZZZ on Runway Y Right. There were no abnormal engine or system indications. We ran the appropriate checklists and safely returned to the gate we departed from. Upon inspection of the aircraft discovered multiple strikes in the engines and leading edges as well as the landing gear.Tower could have a procedure were they scan the runway with binoculars before clearing an aircraft for takeoff.  If the birds; which were verified as Starlings by ZZZ Airfield Operations; were bigger we could have lost  both engines on takeoff and the result would be much more severe. As it was there was damage to both engines. There is no way to see the departure end of the runway from the flight deck on Runway X at ZZZ from the flight deck because of the crest in the Runway.


Synopsis: Air carrier Captain reported hitting a flock of birds during takeoff resulting in a return to land.
Date: 201210
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Beechjet 400
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This event occurred on initial climb off of Runway 24 at TEB. On departure the crew inadvertently overshot the initial altitude by a small amount and quickly corrected back to the appropriate altitude. The departure procedure was continued and the crew was not queried by ATC.


Second narrative: During the climb on the RUUDY4 departure from Runway 24 in TEB we inadvertently exceeded the initial altitude in the level off. We overshot and recovered to 1;500 FT very quickly. We continued the flight normally and assumed that our altitude was in limits. We were not made aware of any error until we were advised today by our Director of Safety.


Synopsis: BE400 First Officer reports slightly overshooting the initial level off altitude on departure from Runway 24 at TEB.
Date: 201809
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Engine Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing and clearing [the] runway; we momentarily stopped awaiting ATC instructions for taxi to the gate. When ready to proceed; throttles were advanced but both engines were unresponsive. Both engines were stuck at 20.2% N1; idle. Throttles were moved several times both together and individually with no engine response. Both reverser and both engine control lights on the aft overhead engine panel were illuminated. Both EECS were manually selected to ALTN and when throttles were again moved; the engines responded. Total time from stopping the aircraft to regaining engine control was probably less than 60 seconds. The manual selection on ALTN and the regaining of throttle response may have been purely coincidental as it was discovered later by maintenance that that there were 6 thrust reverser 'stow' faults. It appears that the cause was a bad Engine Accessory Unit (EAU).




Synopsis: B737 Captain reported that after landing both engines were unresponsive to throttle input.
Date: 202104
Local time of day: 1801-2400
Location: ALW.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: UNICOM ALW
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness; Communication Breakdown; Confusion
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Other landing
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: While doing a training flight at night a maintenance vehicle entered the runway while aircraft were actively doing touch and goes and stop and goes. After landing with my student the vehicle announced that he was taking the runway while we were still stopped on the runway itself. I notified over the radio that I was stopped on the runway and the vehicle continued. Then another student from the same flight school was forced to do a go around because the vehicle entered the runway while he was on final. An attempt to contact the airport manager was made but they did not try to reach out. This could have ended very differently but the maintenance vehicle made a very unsafe situation.




Synopsis: A Flight Instructor reported a vehicle entered the active runway at a non towered airport without communicating while their aircraft was stopped on the runway. Another aircraft had to go around due to the vehicle on the runway.
Date: 201903
Local time of day: 0001-0600
Location: MSY.Airport, LA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B MSY
ATC / advisory: Tower MSY
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Airspace Structure
Primary problem: Ambiguous

Narrative: After takeoff from ZZZ noticed a drone hovering at about 1;200 feet and about one half mile left of the departure path. The drone was not a factor for the aircraft. I informed the Tower of the drone.




Synopsis: B737-800 pilot reported a UAV in the vicinity of the airport during takeoff.
Date: 201909
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Learjet 35
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; 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 New Clearance
Contributing factors: Environment - Non Weather Related; Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While flying from MAXXO transition point after the departure from SDL; we were tracking towards TXO using our FMS. All of the sudden; we noticed that our position was uncertain and that we had no GPS signal. At the same time; we heard other aircraft reporting GPS jamming in the area so we reported experiencing the effects of GPS jamming as well. The ATC thanked us for the report and told us that we showed tracking correctly to the NAVAID. Soon after; we requested a deviation up to 10 degrees to the left to avoid a build up ahead of us. We were deviating for a while and were asked to go direct to TXO. We pressed direct in our FMS which showed a 079 track to TXO.  Then we changed controllers. After about 10 minutes the new controller asked us where we were going. He said that we should be tracking 065 to TXO.  By then we were quite close to the NAVAID.  We repeated that we have FMS issues due to the GPS jamming and he gave us a heading of 095 and told us to proceed direct to our destination when able. We flew the 095 heading for about 15 minutes and once we regained GPS signal we proceeded on course.




Synopsis: Learjet Captain reported experiencing GPS jamming.