elihoole/asrs-aviation-reports huggingface dataset:
Date: 202202
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While braking; my shoe slipped upwards/to the side of the right brake pedal creating unequal pressure on the left brake and causing a sharp veer to the left and off the Runway. I tried to correct but stopped to avoid total loss of control in over correction and instead braking straight ahead; avoiding obstacles. The front half of the plane was over the grass and wheels too deep into the soft field requiring help to push it back/out.




Synopsis: PA-28 student pilot reported loss of directional control on landing roll due to improper brake application resulting in a runway excursion.
Date: 202006
Local time of day: 1201-1800
Location: BWI.Airport, MD
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Distraction
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Flying up the Potomac River I observed a drone operating in my flight path just west of the key bridge.  To avoid the conflict I deviated to the south and may have encroached on the BWI class Bravo airspace.




Synopsis: Pilot reported an airborne conflict with a UAV causing a possible airspace violation.
Date: 201411
Local time of day: 1801-2400
Location: RNO.Airport, NV
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C RNO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We were flying the KENNO RNAV Arrival placing us on the left downwind for 16R.   Special airport material was reviewed and we discussed terrain; safety pages; and GPWS issues for the direction of arrival. While NorCal was pushing for us to call the field; both the FO and I were both more comfortable maneuvering toward WARMM to get to the approach course where altitude guidance was more available.  I requested WARMM to maneuver for the visual 16R and field in sight.  The request was approved as requested.  The FO; once we agreed on terrain; began a descent to 9000 feet.  After further approach; he set lower altitudes while just northeast of the 16R course.  The last one set was 6400 feet approximately three NM outside of DICEY with his plan being too slowly approach the altitude between GS intercept and DICEY.   [Flaps were 5700 fpm descent] when yellow terrain indications became apparent on the TERR display.  Simultaneously; we received the 'CAUTION TERRAIN' alert.  Altitude was 6600 feet.  I directed a go-around as the FO also worked to adjust flight path.  The subsequent approach from a 360-degree turn was smooth and uneventful. Very simple after review and debrief.  We should have descended no lower than 7100 feet in that particular location.  Briefings and review of terrain and safety material was thorough; but we did not use a conservative altitude value in that spot.  My future visual approaches at RNO will be flown using stricter ILS altitude guidance.




Synopsis: B737-700 Captain experiences an EGPWS terrain caution at 6;600 feet during a night visual approach to Runway 16R at RNO and goes around.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Navigational Equipment and Processing
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While level at 14;000 ft inbound to [destination]; we experienced a dual nav failure. The only EICAS message was a Press fault due to the fact that the system did not have a destination for landing. We then decided to [advise ATC] and get radar vectors to the ILS. The Captain flew the approach and landed the plane without further incident. Caused by a failure of both navigation systems.




Synopsis: A330 First Officer reported a loss of both navigation systems during the arrival.
Date: 202007
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Second aircraft: A320
Aircraft component: Cowling
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: While accomplishing the exterior inspection; the FO (First Officer) found numerous defects on aircraft XXXX. One was structural damage to the right engine that was serious enough to render the aircraft unsuitable for flight. The aircraft was taken out of service. I don't have access to all the defects at home. However; I was surprised at the number which indicated to me a possible lack of continued attention on previous inspections by both Maintenance and FO. The second aircraft assigned was XXX1. FO discovered another serious defect and was written up as panel on fuselage near left wing flip is out of it's track. Again; the aircraft was declared not flight worthy by Maintenance until repaired. I'm concerned at the number and seriousness of the defects found on these two aircraft.




Synopsis: Captain reported two aircraft were taken out of service for significant defects found during preflight inspections.
Date: 201210
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower ZZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Relief Pilot
Human factors: Time Pressure; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Preflight; push back; taxi where all normal. The Captain performed a normal takeoff. A rumble started just prior to rotation. I thought we had a bad nose shimmy which increased as the gear was retracted. The popping and growl increased until a loud bang and the right engine EGT went red with a 907 indication. The First Officer noted the strange noises and started to say something about the right engine when the incident occurred. With the EGT increasing the First Officer declared a problem on the right engine and pulled the right throttle back mid way and then fully. The Captain called for the engine failure checklist. We declared an emergency and remained VFR; turned right; away from terrain; and stayed visual with the airport. Upon completing the checklist the Captain briefed a visual approach and go around backed with the ILS. We landed on the right due to its length and familiarity of the approach. The Captain preformed an on speed; in the touch down zone; and extremely smooth landing and roll out. Emergency vehicles verified no damage or fire. Taxi in; the brakes continued to heat up on the right gear until reaching 8. We notified the emergency response of the temperatures. Ground crew was kept away from the mains and fans were placed by the right main. When temperatures dropped below 4 the passengers were allowed to deplane. Operations was notified; Flight Attendants were called twice with updates and passengers received 3 PAs. Captain's stick and rudder skills were exceptional. First Officer's checklist use and working with the Captain was exceptional. IRO keeps everyone in the loop. Tower was perfect along with the airport emergency personnel. Team work was exceptional. Continue climb to 3000ft; was completed eventually. Brake temperatures were a surprise. Would consider longer runway and kick off brakes when stop was assured. We used a setting of 2 which I would not change. Fully brief go around call outs.




Synopsis: An air carrier's right engine failed on takeoff; so the QRH was completed; an emergency declared and the flight returned to the departure airport for landing.
Date: 201409
Local time of day: 1201-1800
Location: OME.Airport, AK
Light: Daylight
Aircraft: Small Transport
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: FSS OME
Reporter organization: Government
Reporter function: Flight Service
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Pre-flight
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: At Nome FSS we have electric strip boards. When recording IFR clearances on the electric strip; the strip will not allow text to wrap around to the next line. Typing anything in the data delivered to the pilot box that does not fit in does not get recorded. This morning I received a long clearance for Aircraft X. The portion of the clearance with the squawk code did not get recorded on the electric strip because there is no wrap around or alarm or something to let you know your typing is not being recorded. The pilot asked if I had a code for him and I looked down and told him center had not given me one because it was not recorded.Have any typing that does not fit onto the one line wrap around to the next line.




Synopsis: Nome FSS Controller describes a problem with the electronic strip not recording all necessary data.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The airplane already had the R PACK [deferred inoperative under an] MEL. After reaching FL310; we were there for no more than 10 minutes deviating around for some weather when the warning L BLEED DUCT message started going off.  At this point I transferred the controls to the first officer and I reached for the QRH and asked ATC to descend to lower altitude.  As soon as I opened the QRH; the fwd FA called me to notify me that there was a medical emergency in the back and there was an unresponsive passenger.  I told the FA that we had a situation upfront and that I was going to call her back shortly.  As soon as we got off the intercom; the CABIN ALT warning message came on followed by PASS OXY ON message and soon after that the brake overheat warning message came on as well.  The indications were going from 12 to 16 in the red box.  At this point we notified ATC and we needed to divert to [a nearby alternate].I called the FA to ask her if she can see any smoke and she said yes; there is smoke in the cabin and [it] is burning her eyes.  At the same time strong fumes got into the cockpit and the FO and I decided that [the nearby alternate] was not going to be a good alternate airport and we needed to put it down quick in the nearest suitable airport; which was only less than 10 NM away and [our first selected alternate] was about 44 NM out.  [The newly selected alternate was] perfect for the weather we were in.  I informed the FA of what we were doing and gave her special instructions for the evacuation.  On short final I gave the order for brace and after landing we evacuated the airplane.  Everything went smooth past this point with EMS and the incident response team.


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


Synopsis: CRJ-700 flight crew reported diverting to the nearest suitable airport after departing with one pressurization pack deferred inoperative and losing the other bleed system at FL310.
Date: 201406
Local time of day: 1801-2400
Location: C90.TRACON, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MDW
ATC / advisory: TRACON C90
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Human-Machine Interface; Time Pressure; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: We were cleared for ENDEE 1 RNAV Arrival into MDW; and told by ATC to expect RNAV Y RWY 22L via STERE transition. We loaded RNAV Y Approach with STERE transition into FMC. Approximately 15 miles from MIING (on the ENDEE 1 Arrival); with MIING the next waypoint we were navigating to; ATC cleared us for the RNAV Y Approach via MIING. With MIING at the top of the Legs page; FMC would not accept direct MIING for the MIING transition for the RNAV Y. Tried going into heading mode and reattempted; FMC still would not accept MIING at top of Legs page. Entered FENCK (next waypoint after MIING on RNAV Y 22L) and the FMC accepted it; but ground track was not the prescribed ground track from the MIING transition depicted on RNAV Y; and was instead a calculated ground track. Also; speeds and altitudes were omitted. With the aircraft already enroute to MIING on the arrival; FMC would not accept RNAV Y 22L approach via MIING at that point and we told ATC we were unable. By the time ATC responded we were slightly off the expected track for the MIING transition and faster than the 210 prescribed at MIING (via the transition; not the arrival). I informed ATC we had the airport and we were cleared for the visual approach and proceeded to fly an uneventful circling visual approach and landing.My concern is this: we correctly programmed the FMC with the ENDEE 1 RNAV Arrival and transition to the RNAV (RNP) Y 22L approach we were told to expect; over STERE. With MIING the next point on the arrival (and at the top of the legs page); we could find no way to correctly reprogram the MIING transition when ATC cleared us for it so close to MIING.FMC programming and ATC procedures for the ENDEE 1 to the RNAV Y 22L need to be analyzed to prevent this from occurring in IMC conditions; where a quick change to a visual approach could not be done.




Synopsis: A B737NG flight crew cleared via the ENDEE RNAV STAR; expect the RNAV Y approach to Runway 22L at MDW via fix STERE was unable to successfully program the procedure and; instead; requested; received and conducted a circling visual approach to 22L.
Date: 201409
Local time of day: 1201-1800
Location: ZFW.ARTCC, TX
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZFW
ATC / advisory: Center ZFW
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Confusion; Time Pressure; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem
Contributing factors: Chart Or Publication; Human Factors; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: The arrivals into DFW are out of control!! Vectored off; vectored back on with altitude restraints... 'descend via; maintain 11;000 ft' ... 'resume normal speed' ... 'descend via except maintain 290 knots' ... long vectors off then speed up and resume STAR... Runway changes (find it and brief it while complying!)Out of control... maybe these could be flown accurately in a 'smart' aircraft. Not so much on [my fleet] with an antiquated 'box' and with speedbrakes the size of postage stamps.Somebody needs to get real. These are violations waiting to happen!The guys approving these STARS are guys who sit behind a desk or live in a simulator. A simulator mind you. They are not out here in the real world with clobbered radios; WX; 'Descend via; maintain 11;000 FT and 290 knots' You gotta be a lawyer to understand the whole 'via' thing. Yea; it makes ATC's job easier; but it is unsafe.




Synopsis: An MD-80 Captain strongly asserts that arrivals (RNAV STARs) in DFW are '...out of control' and provides examples of ATC alterations to them that have made his tasks more difficult rather than safer and more efficient. He further advises. 'You gotta be a lawyer to understand the whole 'via' thing.' Less than state of the art autoflight tools on his aircraft were cited as a contributing factor.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: PA-23-250 Aztec
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: PA23 was IFR and was NORDO when I took the sector. The aircraft was level at 8000 feet; but eventually the MEA along the route was 9000 feet. I tried transmitting in the blind several times on different transmitters; transmitting on guard; and asking for an IDENT. I had another aircraft nearby; so I used that aircraft to relay on two previous frequencies; my other frequency; guard (multiple times); and CTAF of the nearest airport. When the PA23 approached the 9000 feet MEA; I transmitted low altitude alerts and climb clearances in the blind. The aircraft entered the 9000 feet MEA at 8000 feet. Pilots should be more aware and not go 100 miles without talking to ATC or monitoring guard.




Synopsis: Center Controller reported being unable to contact a PA23 aircraft which flew below the MEA.