elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 1201-1800
Location: OIIX.ARTCC, FO
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center OIIX
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Time Pressure; Situational Awareness; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: This flight operates through geopolitically challenging regions. For various reasons; usually from tensions between neighboring countries; it's often necessary to coordinate our own handoffs between air traffic control facilities. This means contacting each country approximately 10 minutes prior to entry for clearance into their airspace. The most recent version of Eurasia/Middle East EA2/ME1 has a printing error that blots out essential radio frequencies we consult for required contacts. In this case; approaching Iran; we were unexpectedly unable to acquire the necessary communication frequency. We scrambled for another chart only to find incorrect information listing 127.8 and 135.1 as Tehran stations. Those are Air Defense Radar frequencies NOT Tehran air traffic control frequencies. Flying through some of the world's most hostile regions; it's imperative that we have accurate information to avoid a territorial incident.

Callback: The reporter stated that as they approach Iran and before entering their airspace communications must be established or they have to enter holding. In this case; the first frequency box they noted was black labeled TEHRAN with two frequencies also in black. Neither of those frequencies was correct and at night Air Defense Radar radios are not always manned; as they were not this night. Fortunately; they searched the AE2 and ME1 charts and were able to locate a set of frequencies in a green box with green text containing the correct frequencies. It was a tense few minutes and in a dark cockpit locating chart information in a cluttered format is challenging.



Synopsis: A Captain reported ten minutes prior to entering Tehran Airspace they attempted to contact on a set of EA1/ME1 Chart frequencies in a black box with black text which turned out to be unmanned Air Defense Radar radios. Later; they found green text in a green box containing the correct frequencies.
Date: 201508
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Dusk
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Human factors: Distraction
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: On right downwind to runway 24L at LAX; at approximately 2600 feet AGL FO noticed a drone at approximately 3000 feet AGL on the right side of the aircraft.  I did not see it; and it posed no risk to our flight.  FO immediately notified ATC of the drone and its location.  No evasive action was needed; or taken.  Flight landed safely. Only crew onboard.




Synopsis: Business jet Captain reported an encounter with an unmanned aerial vehicle (UAV); at approximately 2;600 feet; during initial approach to LAX Runway 24L. No evasive action was required.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Wheel
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landed at ZZZ; Runway XXL; full flap landing. Touched down on centerline; short of the 1;000 feet marker. As plane rolled-out; plane deviated to right. Applied left rudder pedal to turn nose wheel back to center; but airplane continued to the right; in almost a skid motion. Released left rudder due to perceived unsafe condition. Checked to confirm feet not uneven braking. Began to apply even braking; but plane continued to [go] right. Released brakes; and confirmed feet off brakes. At [the] same time; confirmed throttle idle.Assessed situation for potential go-around; but speed was reduced and quickly approaching runway edge without noticeable correction to centerline. Determined go-around not feasible or safe. Once I assessed the plane was going to exit the centerline and enter the grass; I then confirmed throttle idle and attempted to once again straighten nose wheel and traversed through the grass between Taxiway XX and XY off XXL. Plane then exited grass onto Taxiway XZ and I was then able to stop safely; having been slowed by the grass. Fire services were dispatched to inspect the plane and Operations to inspect area and runway. Aircraft had no noticeable damage and no leaks. Operations did not note any parts on runway. Aircraft was able to taxi safely back to parking and nose wheel directional control was adequate.Unknown cause to incident. Maintenance was called to inspect plane. Inspection not complete. Consideration is being given to right main wheel pants catching the tire and creating a speed differential that induced the uncontrolled turn to the right that could not be corrected prior to exiting into the grass.




Synopsis: C182 pilot reported a runway excursion after the aircraft would not track straight on landing roll-out.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
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)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other Post Flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon arriving at destination airport and during postflight inspection it was discovered that there was damage to the bottom of the tail skid shoe. The painted red plastic cover was missing and the bottom appeared scraped. The indicator decal on the skirt of the tail skid was showing green. The aircraft proceeded through the flight without disruption and arrived without further incident. As the damage went unknown through the flight; if it had been we would have executed the procedure established in the QRH directing us to depressurize and land at the nearest suitable airport.Upon further review of performance details and recollection regarding the flight afterward; it appears as though the aircraft was in an overweight situation on takeoff. I have recalled at the beginning of climb; the stick shaker vibrated very briefly and back pressure was decreased to compensate for this abnormality. When executing performance inputs via the company iPad performance software; both pilots verified the input details and CG corrections and the software accepted it. The corresponding data was entered into the FMC and reviewed by both pilots.ATC had advised us through a relay from the Panama departure ATC of a possible part left on the runway and were unable to provide a description. As there were no tactile indications or other; the damage to the tail skid went unknown until postflight checks were completed.On takeoff too much back pressure was applied. Lack of recent and continual experience with the NG (Next Generation) may have contributed to this; as prior to this flight I had only flown the NG once this year; and with the last recorded entry. Further analysis of performance indicates an unintentional overweight takeoff that contributed to this event. A notation in the logbook was made for Maintenance and company was contacted regarding the event.




Synopsis: B737-800 flight crew reported over-rotated during takeoff resulting in tail strike.
Date: 202006
Local time of day: 1201-1800
Location: A11.TRACON, AK
Flight conditions: VMC
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E A11
ATC / advisory: TRACON A11
Aircraft component: Communication Systems
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Manuals
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Lost radio communications with Anchorage Approach while flying northbound; with flight following; on the east side overflight departure out of PALH. Was on 118.6. This happens every time I fly through the area. I have reported it several times to ATC. I have not had any other problems receiving any communications anywhere other than this one location. There is a commercial broadcast radio station 5 NM south of PABV that bleeds through and completely stops reception on the frequency for at about 30 seconds (at 105 kts).  It happens on 119.1 also; but not quite as badly as on 118.6. 119.1 however becomes weak and generally unreadable once I fly a little north of PABV. The solution is to use 125.15 for all radio communications between Anchorage Approach and aircraft operating in; or into; the mat-su valley (Palmer; Wasilla Wolf lake; etc). Changing the frequency to 125.15 on the east side overflight page in the Alaska supplement would also help solve the problem; I think. 125.15 does not allow any bleed-through from the radio station and provides excellent; clear communications anywhere in the valley that I have flown. Thank you for considering make this change.




Synopsis: Pilot reported an ongoing problem with loss of radio communications with Anchorage Approach while flying near a commercial radio station that reportedly bleeds through the ATC frequencies.  Reportedly; the radio station is located 5 NM south of PABV airport.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: MEL; Aircraft
Primary problem: Aircraft

Narrative: After we got to the gate I was very busy with passengers; agents; Maintenance and Dispatch. I wrote up the BLEED DUCT warning that caused the depressurization but by then I had forgotten about the row that did not deploy. I retrospect there should have been 2 more write-ups. One; that the masks deployed which was obvious and two; that one did not deploy properly which was not obvious.Climbing out of ZZZ at FL270 we had a depressurization caused by the right pack being deferred and the getting a BLEED DUCT warning for the left side which required isolating the left system which left us with no pressurization. While running checklists we did an emergency descent to 10000 feet and requested clearance back to ZZZ. During the descent the oxygen masks deployed. Apparently at some point I was informed that a set of oxygen masks did not deploy properly. During the flight and after we got to the gate I asked more than once if all the passenger were OK and if they needed anything. All passengers were OK but there was some smoke and heat from the oxygen generators. I explained that was normal but I would do what I could to cool the cabin and clear the smoke. After a stressful situation get the crew together and review what happened and ask did we take care of all the details and did we forget anything.




Synopsis: CRJ-700 Captain reported that due to an A/C pack deferral and a Bleed Duct warning; the aircraft lost all pressurization.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Situational Awareness; Training / Qualification; Workload
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Weather
Primary problem: Human Factors

Narrative: Was re-routed on different arrival due runway change from XC to XXC; we were subsequently given a crossing altitude of 12;000 feet by ZZZZZ [Intersection]. We were close and had a tailwind of 45 knots. I mentioned several times to the FO; who was PF; that we needed to get down. First; we were told to speed up to 300 knots and subsequently slowed down to 250 knots. I loaded points and altitude in the FMC and initially the FO was high on the path and going higher; but then started to correct to the path. It looked like we would still make restriction initially. Again; I told him to get down and then the FA called from the back. I made a PA which distracted me from monitoring the FO. He changed the modes from VNAV to VS when we were slowed and leveled off to slow down. A radio change came and he had to talk to ATC since I was off the radio; then we missed the altitude constraint by 800 feet.The FO was freshly back from a year leave due COVID. Also; I was being distracted and off frequency due to FA call; the tailwind and my underestimating the FO's ability. All these contributed to my poor pilot monitoring. It initially looked like he was joining the path but when he changed modes to VS all bets were off. The FO was behind and I did not realize it fast enough to prevent the mistake.Focus on flying plane and monitoring same too complying restraints or clearances before other tasks.




Synopsis: Air Carrier Captain reported an altitude deviation during arrival.  Captain cited the First Officer's lack of flying and being distracted by a PA as contributing factors.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ2.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ2; Class B ZZZ1
ATC / advisory: Center ZZZ2
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This trip is actually the continuation of Aircraft X; on date; the day following our weather divert to ZZZ.While beginning our descent on the ZZZZZ 4 arrival into ZZZ1 the FO (PF) deployed the speed brakes to approx 50% in order to comply with the altitude restriction. When the FO stowed the Speed Brakes the aircraft abruptly rolled 35 degrees to the left. The autopilot had difficulty controlling the aircraft so we disconnected and FO flew manually. The FO quickly and accurately corrected the left-roll tendency with right ailerons; leveled the wings and continued the arrival. Simultaneously to these events the SPOILERS EICAS illuminated. We slowed to 250 KIAS to minimize the left-roll tendency and informed ATC. We decided to have the FO continue to fly and handle radios while I ran the non-normal checklist; coordinated with Dispatch and Maintenance and ran the TEST with the Lead Flight Attendant. After finishing the SPOILERS EICAS checklist and the other coordination was complete it was determined that some of the spoilers on the left wing remained in the UP position and would not stow. I opted to request priority handling and requested the ILS to Runway XXC with a long; 20 mile final; which ATC coordinated. We then gradually slowed and configured the aircraft; determining the aircraft controllability with each configuration change. Once final landing configuration (Flaps 30) and target speed were established the aircraft continued the left-roll tendency but was manageable. The FO accurately noted that at target speed the speed tape showed little margin above stick shaker activation; so we opted to add 10 Knots to our target speed. I believe this was due to the spoilers still extended on the left wing. The remainder of the approach and landing being uneventful as the FO made an excellent landing. I took the aircraft on the rollout and we met the responding Emergency personnel. They checked us over and we taxied to the gate.




Synopsis: Flight Crew reported a spoiler issue caused aircraft controllability issues which resulted in a precautionary landing.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Crosswind; 6
Light: Daylight
Aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was cleared to land on Runway 31. Crosswind was from the right - velocity unknown. After landing I slowed down and was on the rollout with all three wheels on the ground and with appropriate crosswind input. While slowing; the Tower called and asked if I could make the next turnoff to the left because of a following fast jet (A-5). That intersection was Runway 2/20. I answered that I would try to do so. Because the aileron input was all in to the right; the yoke was upside down and I was distracted looking for the press-to-talk button. The airplane began a right turn into the wind that I was unable to stop. I exited the paved surface before the 5;000 remaining marker and on to the soft grass surface of a small swale beside the runway. When the left main gear contacted the muddy surface it dug in and the airplane tipped up onto its nose and came to a rest with the nose in contact with the ground. I turned off the fuel valve; mags and main electrical power switches. I exited the airplane and was uninjured.I was distracted by trying to reply to the radio request by the Tower to exit at the next intersection. I should not have attempted a reply with the yoke inverted while in a crosswind situation with a tailwheel airplane.




Synopsis: The pilot of a Beech tailwheel aircraft reported losing control during a crosswind landing; resulting in a ground loop; runway excursion; and damage to the aircraft.