elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: J3 Cub
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Other Tailwheel
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon normal three-point landing on the paved runway at ZZZ; student touched down and bounced off of the runway. During the bounce the student failed to properly use his rudder pedals to maintain directional control of the airplane allowing the longitudinal axis of the plane to veer left. I immediately added the correct rudder inputs to align the airplane with the runway. Upon touching down again after the bounce the left wing dipped and we landed on the left main gear. The plane immediately veered hard to the right at nearly a 90 degree angle to the runway. I immediately tried to regain control of the aircraft using rudder pedals and brakes but ultimately failed to do so. We hit the snow bank that divided the paved and parallel grass runway and the plane nosed over causing the prop to strike the ground. Both my student and myself were uninjured. I immediately turned off the fuel; closed the throttle and shut off the magnetos before instructing my student to exit the aircraft. After exiting the aircraft we were met with additional airport personnel who helped us move the plane off the active runway. I think the student; who has spent most of his time in Cessna's; was trying to use the rudders in a similar manner which requires long; constant pressure to control. The Piper Cub requires quick; constantly changing rudder inputs to maintain directional control. I should have recognized the instability of the situation earlier and been quicker on my responses with the rudder pedals. I failed to take control of the situation which resulted in the accident. Additional training on the ground such as practicing taxiing at high speeds could help in the future to demonstrate proper rudder input techniques.




Synopsis: J3 Cub flight instructor with student reported a runway excursion on landing.
Date: 201604
Local time of day: 0601-1200
Location: HCF.TRACON, HI
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C OGG
ATC / advisory: TRACON HCF
Second aircraft: Widebody; Low Wing; 4 Turbojet Eng
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Time Pressure; Situational Awareness
Second reporter function: Approach
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was on an ILS Runway 2 to OGG they were following Aircraft Y.  The Aircraft Y was on final and instructed to keep speed up on the approach showing 170kts ground speed.  At the time the Aircraft Y was switched to the tower about 11 mile out Aircraft X was turning base with about 6 miles in trail slowing to 170kts on the ILS to runway 2 with this about of space and adequate speed adjustments there should have been enough space on final.  Shortly after switching the Aircraft Y to the tower OGG tower called for 2 departures OGG tower only needs to call rolling calls this is Class C airspace; a few moments later the Aircraft Y slows to 90 knots over the ground with this drastic 80 kt speed reduction I didn't not think that I could slow the second aircraft enough to maintain spacing so I climbed Aircraft X to 5;000 and fly present heading to resequence them on a downwind I thought I was clear of all of the MVAs at 5;000 but just to the right of the airport the MVA jumps from 2;200 to 6;000 so I might have encroached the 6;000 MVA.In the LOA HCF has with OGG tower it states that the tower must maintain the integrity of the sequence in this situation if felt like the tower slowed the Aircraft Y to an unreasonably slow speed in order to get their departures out caused the compression that made me believe that I would lose separation on final so I broke the second aircraft out.


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


Synopsis: A HCF Controller reported of a spacing problem which led to a go around. When the aircraft was turned it entered an airspace of higher altitude; resulting in an airspace deviation.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: gust; 10
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: During a left crosswind landing; I experienced an unexpected runway departure. Just after touchdown on the main wheels a strong gust of wind lifted the left wing (and possibly the left main wheel) which caused the aircraft to move its trajectory towards the right. When I encountered the gust of wind the nose wheel had not yet made contact with the runway. Since airspeed was decaying during the landing roll and nose wheel had not contacted the runway yet; I did not have enough control authority to overcome the effects of the wind gust and get back to the runway center line. The aircraft departed the runway into the grass. I maintained full aft yoke while I applied brakes to protect the nose wheel while I bought the airplane to a stop. I shut the plane off and waited for airport personnel and a mechanic from the FBO to assess the situation. The mechanic taxied the plane out of the grass to the runway where it was towed by the FBO to their hanger. There were no injuries; the plane was not damaged; nor was any airport property or equipment damaged.Human Performance Considerations - Since I knew this was going to be a cross wind landing I elected to carry a little more speed into the landing than normal landing have more control authority. This caused a little more float in the flare which left me vulnerable to the effects of the strong wind gust. I'm not entirely sure adding full power for a go around would have been the best choice of action. Since this happened during the landing roll-out the airspeed was decaying; adding full power would have sent me at a faster rate of speed off the runway while trying to gain enough airspeed to rotate and have control authority. This is something I would like to fully like to discuss and digest with a CFI. I plan to schedule time with a CFI in the coming weeks; to practice cross wind landings and have him critically assess my technique and correct any deficiencies. Shortly after the event Tower switched runways. I also could have also requested the tower to use a runway more favorable to the winds.




Synopsis: C206 pilot reported loosing control while landing in a cross wind and departing the runway. The aircraft was stopped in the grass without hitting any lights or signs.
Date: 201211
Local time of day: 1201-1800
Location: LRU.Airport, NM
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF LRU
Second aircraft: Ultralight
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A standard rectangular landing pattern was entered into after overflying LRU 500 feet above published pattern altitude. Standard position calls were made while scanning for airborne aircraft/traffic on the ground. No position calls were received; no traffic was observed. A normal landing was made on Runway 12. Prior to clearing Runway 12 onto Runway 8-22 (for taxi); an ultralight landed behind our aircraft. The ultralight did not come closer than 500 feet horizontally and our aircraft was able to clear the active without abnormal ground maneuvering. Upon taxi back to Runway 12 we held short and again scanned for traffic. The ultralight was observed to turn 180 deg; and back taxi to the departure end of Runway 12 as we held short ready to depart. The ultralight then turned off Runway 12; headed nose-to-nose with us holding at the hold short line. It only passed by us by manipulating the wing to 'dip' it under our aircraft wing by mere inches; at a taxi speed that was unsafe for the situation; if such a 'safe' taxi speed could exist in this scenario. This ground maneuver posed an unnecessary risk to property; and was an unsafe act. No radio calls were received from the ultralight. Weather was greater than 10NM visibility with no cloud cover; in daylight.




Synopsis: C172 pilot reported a near collision with an ultralight on the ground at LRU.
Date: 201501
Local time of day: 1201-1800
Location: SFO.Airport, CA
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: On initial climb after takeoff on runway 1L at SFO we had a TCAS RA to 'Monitor Vertical Speed.' There was Aircraft Y that was cleared for takeoff on 1R prior to us however we were ahead of and above the aircraft. As we were climbing through about 200 feet I looked out the right window and saw the other aircraft lower than us and behind us. I would estimate we were at about 500 feet and were flying the SSTIK1 RNAV departure. We had not yet started our turn to toward SSTIK per the procedure which calls for a turn direct to SSTIK at 520 feet. We were climbing at 1500 fpm or more when we received at 'Monitor vertical speed' Resolution Advisory (RA) from the TCAS. I glanced down at the PFD and the top of the red box was far below our current pitch attitude. As I looked at the VSI 'Clear of conflict' was announced by the TCAS and we were then starting our turn to the left. The whole TCAS event was over in less than five seconds. I do not know what SID the other aircraft was flying but from what I can gather the departure procedures at SFO may have been a significant cause of this particular RA. Per the SSTIK1 RNAV departure we were tracking the runway until 520 feet and not turning left as early as we would have been flying the PORTE6 departure. I am guessing that perhaps ATC intended for Aircraft Y to be ahead of us on the takeoff roll since they received their takeoff clearance before us but as it turned out we were the first aircraft off the runway. Maybe as the aircraft was behind and below us they pitched up relatively sharply and that could have been enough to momentarily cause a closure rate sufficient to trigger a TCAS RA. It may be wise to review the design of the SIDs at SFO; especially the newer RNAV SIDs.




Synopsis: Pilot reports of a RA that happened on departure with an aircraft also departing.
Date: 202006
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; 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 Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: We were assigned the AALLE 1 RNAV arrival into DEN.  We heard Denver Center clear us direct to FLAIL and to descend via the AALLE 1 arrival into Denver and that's what the First Officer read back to ATC without them questioning us.  He programmed that into the FMC and I confirmed it; then set 11;000 feet in the MCP for the lowest altitude.  A few minutes later ATC queried where we were going as he showed us off course and we should have been going to AALLE instead.  The First Officer re-programmed that into the FMC and I confirmed it.  11;000 was still a good lowest altitude and the flight path vector showed us not to our top of descent yet so we were on path.  I'm not sure ATC knows how to pronounce AALLE properly because the way he said it; it sounded like FLAIL.  Both AALLE and FLAIL sound very similar; especially when you are in a loud cockpit. The waypoint FLAIL needs to be changed on the AALLE 1 RNAV Arrival because AALLE and FLAIL sound way too similar.  Especially when you are in a loud cockpit.




Synopsis: Captain reported a navigation error due to similar sounding STAR names.
Date: 201303
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: I began a training flight with my student; and the lesson covered Short Field and Soft Field Takeoffs and Landings. I demonstrated a Soft Field Takeoff and Landing then gave the controls back to the student; who taxied back to the Hold Short line for the runway. The student made the radio call to take the runway; we both visually cleared final and the runway for any traffic; and then taxied into position. After the student was aligned with the centerline he began to bring in full power. During the takeoff roll; I noticed a white vehicle on the East side of the field approaching the Hold Short line for the mid-field taxiway. As the aircraft was beginning to liftoff; I determined that the vehicle was not going to stop at the Hold Short line; took the controls; and aborted the takeoff. The vehicle continued across the runway in front of the aircraft; I slowed down and then exited at the first taxiway. The point at which I took the controls and aborted the takeoff was just prior to the Aiming Point Markings ('thousand-footers'.)The vehicle never slowed down; except to stop while waiting for the mid-field gate to open.




Synopsis: A vehicle crossed the runway in front of departing aircraft at an non-towered airport and the takeoff was aborted.
Date: 201909
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Second aircraft: De Havilland Canada Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Time Pressure; Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Pilot of Aircraft X broadcast intended departure on CTAF and departed to the north from Swan Lake; approximately 4 miles southwest of Figure 8 Lake. After departure; climbed to 500 ft. MSL; and broadcast position; altitude; direction of flight and intended altitude of 1;200 ft. MSL on CTAF. Aircraft configured for cruise climb.Pilot of Aircraft X was listening to CTAF; looking for other aircraft and spotted shadow of another aircraft on merging course; then saw aircraft and made appropriate turn away from potential conflict.Pilot of Aircraft Y broadcast on CTAF and stated the reporting aircraft passed unsafely close.Aircraft X apparently overtook Aircraft Y and passed on its right side. Both aircraft continued flight to destination.




Synopsis: Cessna 206 pilot reported a communication issue in the pattern at an untowered field that resulted in a NMAC.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On takeoff while rolling down runway at 100 knots; FO said he needed to reset flaps to 5. As I hesitated to process the information since we were in the high speed regime; the FO reset the flaps to 5 from flaps 1. We accelerated to takeoff speed in plenty of time as the flaps tracked to the correct setting. Plenty of runway left as we rotated at normal speed.




Synopsis: B737 Captain reported during the takeoff roll the First Officer reset the flaps from flaps 1 to flaps 5 and they continued the takeoff.
Date: 201411
Local time of day: 0601-1200
Location: PUB.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D PUB
ATC / advisory: Tower PUB
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Other / Unknown; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I contacted Denver approach on twenty-three miles east of Pueblo (KPUB). I told them that I was landing Pueblo and had ATIS. They gave me a squawk code; and said they had radar contact. As I continued toward Pueblo they gave me several traffic advisories. They were very busy. When I was about 5 miles from the airport; approach told me to turn 15 degrees left for separation from departing traffic. When I was about a mile from the airport; approach told me to contact tower on 119.1. I had 119.1 in standby so all I needed to do was push a button. Tower was talking. She contacted me. She had my airplane type and complete tail number. She asked my intentions. I told her that I was landing Pueblo and she said that I was number 2. After I landed; Pueblo ground told me to contact tower and gave me a phone number. When I called they told me that I had penetrated class D airspace without contacting tower. I told them that I was talking to approach. They told me that at 5 miles I should leave approach and contact tower.




Synopsis: Cessna pilot reports being vectored by Approach Control into the pattern at PUB while using VFR flight following. The reporter is switched to the tower one mile from the field and the Controller is upset that she was not contacted outside the Class D airspace.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Lancair ES
Reporter organization: FBO
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
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; Procedure
Primary problem: Human Factors

Narrative: I was conducting a training flight with two students. We were practicing landings with traffic patterns. We were constantly reporting our position (each pattern leg) on CTAF frequency. An aircraft reported on CTAF frequency 5 miles north of the field and reported intention to enter left downwind runway XX. We were on the upwind; turning crosswind of runway XX when [Aircraft Y] entered direct downwind; crossing the extended centerline of runway XX and crossing our path 30 ft. from us without reporting. I had to take controls from my student and take an evasive action pitching down to avoid collision. It didn't seem like the pilot of the aircraft was looking outside as he didn't see us right in front of him slightly below. The pilot of [Aircraft Y] didn't enter at 45 degrees to the downwind as recommended in AIM for uncontrolled airports creating a hazardous situation that might have resulted in mid air collision and didn't report his position so that traffic in pattern (us) could look for him. I have 2 students that were witnesses to this.




Synopsis: Tecnam P2006T instructor reported traffic making nonstandard traffic pattern entry; resulted in a NMAC.