elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: None; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Other A&P
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: Came in to land on Runway XX. Upon landing student applied heavy left brakes. I applied right rudder to counteract. I applied the handbrake and there was no pressure. I had to use the handbrake because the Cherokee doesn't have brakes on copilot side.Ended up off the runway and in the grass. Taxied off the grass back to parking.




Synopsis: Instructor reported that student pilot used heavy braking action on landing; causing the aircraft to exit the runway.
Date: 202001
Local time of day: 1201-1800
Location: LTAA.ARTCC, FO
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center LTAA
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Commercial; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation; Flight Crew Became Reoriented
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: In cruise flight at FL340 northbound direct to NINVA (FIR boundary Turkey). We received ATC transponder 1 & 2 alerts/ADS B out fault; along with GNS sensor fail messages. We expected these to be associated with GPS jamming and complied QRH procedures. During the evaluation of these malfunctions and unannounced to us; the aircraft reverted into speed; heading and altitude hold (white annunciations). During this time the aircraft reached NINVA and did not turn towards SRT as it was not in NAV mode. We noticed the error and were also queried by ATC. Less than five miles off course; we corrected and were given direct SRT. Flight continued to destination without further incident.  GPS jamming caused PROF/NAV issues.  Better monitoring and awareness during GPS jamming and transponder issues.


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


Synopsis: MD-11 pilot crew reported possible GPS jamming.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
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
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: During decent in ZZZ; [we] received [a] lightning strike. Approximately 5 minutes later; [we] lost [the] Captain's air data and airspeed was INOP. [We] received many related and unrelated EICAS messages to air data failure [and] also received many other EICAS messages; such as EEC for both engines; ground proximity; rudder ratio; etc. [There were] so many messages I lost track. We ran QRH procedures for unreliable airspeed [and requested priority handling] with ATC. Captain landed safely. [We] notified [the Dispatcher]; Duty Officer; and Maintenance. [The] event [was] documented in [the] aircraft maintenance logbook. I do not know for sure but suspect a lightning strike [was the cause].




Synopsis: B757 First Officer reported a lightning strike had rendered numerous systems inoperative during descent to destination airport.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Electrical Distribution
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Remote Power Distribution Unit (RPDU) (1 of 17) lead to multiple system failures. After lengthy discussion with Dispatch; Maintenance Control and the duty manager; we determined to continue the flight to our destination due to system redundancies.  One of the failures was an APU fuel valve failure which lead to the APU not being able to be used if necessary.  Multiple status messages were displayed and discussed with Maintenance to include going into the maintenance pages to ensure operational systems for later use in the flight. Upon landing and parking at the gate; the flying pilot (First officer) attempted to shut down the left engine while keeping the right engine running while ground power was connected.  The engine did not shut down with the fuel cut off switch (initially) and we got an EICAS message to run the ENGINE FUEL VALVE FAILURE Checklist.  The checklist directed us to wait 20 seconds - we did and then the engine shut itself down.  At no point after the RPDU electrical failure did we expect it would lead to an engine fuel valve failure.  The rest of the parking and termination checklist was normal.




Synopsis: B787 First Officer reported miscommunication when an RPDC failed and impacted systems unexpectedly.
Date: 201702
Local time of day: 0601-1200
Location: MZJ.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: 20
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 E ZAB
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification; Confusion; Human-Machine Interface
Anomaly: Conflict NMAC; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft was on autopilot; set on cruise power at approximately 230 knots when what appeared to be birds or balloons appeared. Attempted a small course correction but the autopilot was too much to overcome and then realized it was skydivers. Reached to disengage; but by that time I was already beneath them and one was very close maybe 200 feet. Passed by with nothing happening; but possible irritated skydivers.  The problem resulted from not knowing the autopilot system well and traveling at high speed in a known parachuting location. The reaction time after understanding what you are seeing at high speeds is very short. Never in 20 years of flying have I seen free falling parachutes. I did not recognize what it was until too close. My future action to avoid a situation like this is talk to Flight Following when transitioning jump zones as jumpers are hard to spot.




Synopsis: GA pilot reported an NMAC with parachutists in a known jump zone near MZJ.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: PC-12
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We took off from ZZZ.  We made a right turn to 250 heading; then were cleared to climb to 5;000 ft.; and then turn to 190 heading. While cruising at 5;000 ft.; we had just crossed the northern surface-12;500 ft Bravo line of ZZZ1 when we approached what looked like an aircraft about 500 ft. higher heading directly toward us.  As we got closer the object looked more stationary and appeared to be a drone.  We let ATC know it was a possible drone and answered a few questions from them and continued on our way.  The remainder of the flight was uneventful.Always maintain a good visual lookout; even in Class B airspace.




Synopsis: PC-12 Captain reported an airborne conflict event during cruise with a Drone; no significant conflict. Reported event to ATC.
Date: 201910
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Ground Personnel
When detected: Pre-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: Close to departure time; I was removing the chocks from the working side of the aircraft following SOP that all equipment was removed from the aircraft and ensured that there was a person on the pushback tractor. As I removed one of the chocks the aircraft rolled at me. I put the chock back in and went to the person on the pushback and communicated my concern for my safety while under the aircraft. I asked him if he has communication with the flight deck yet and did he give authorization to release brakes. He said no and that he had no communication yet with the flight deck. I looked at the nose gear and the green light was on meaning the brakes have been released. I looked up to the number 2 side and he opened the window. I asked why would he have released the brakes with no communication with us? How do they know what' going on? Are we hooked up? Are we still servicing the water; which we were; as they asked operations for water after the bridge was pulled. They have no idea what we have going on downstairs if they have no communication; and they risk my safety and others on the ground as well as the uncontrolled safety of the aircraft. This was a close call to my leg and foot was almost caught under the tire!I have to tell you that this is not the first time that this type of action has happened. We don't operate like this on mainline. They don't do anything until communication has happened and things are verified by using SOP. I would like you to do what you can to introduce this to whomever needs this info to stop this unsafe action as soon as possible.




Synopsis: Ramp worker reported that the flight crew failed to set the brakes properly which caused the aircraft to roll forward unexpectedly.
Date: 202005
Local time of day: 0601-1200
Location: CLE.Airport, OH
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground CLE
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: At CLE; we were given taxi instructions from the FBO to Runway 24R for departure via L2; L; K; J1; J; S. There were numerous taxiway closures due to construction. This also included Runway 24L/6R. After we turned left from Taxiway K onto J1; I observed a taxiway sign that indicated Taxiway J was off to the left at a 45 [degree] angle. I turned left according to the sign; but was then advised by ATC that I was in fact heading towards J2 which did not connect with J due to a barricade. I performed a 180 [degree] turn and continued farther down J1 where I eventually found Taxiway J and continued the taxi to Runway 24R. I think the sign I saw while on J1 indicating Taxiway J was to the left is misleading as J1 continues for some distance before it intersects with Taxiway J. A request by me for clarification or a progressive taxi could have avoided the occurrence or better signage to properly indicate how to get to Taxiway J...straight and then left.




Synopsis: Light Transport Captain reported making a wrong turn during taxi at CLE airport; citing poor signage as contributing.
Date: 201507
Local time of day: 0601-1200
Location: ZLC.ARTCC, UT
Flight conditions: IMC
Weather elements / visibility: Icing; 10
Light: Daylight
Aircraft: Cessna 400
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I filed for 13;000 MSL and ATC wanted a climb to 15;000 for mountain clearance. (13;000 was VMC and 15;000 was IMC) At 15;000 I began picking up some rime ice (temp was -4C) so engaged my TKS system and pitot heat. TKS took a few minutes to work and since airspeed decreased 10 knots and more; I tried to contact ATC to request lower. Since I could not contact ATC; another pilot radioed my request to descend to 13;000 and ATC did not want to allow. I said I had on-board terrain information and would be responsible for terrain clearance. I then told him I was descending to 13;000 to get out of clouds and he said I could have a VFR on top clearance which I accepted and came down to 13;000. I was now out of clouds and TKS was removing ice; so after I was past the clouds I requested a climb back to 15;000 and rest of flight had no problems. I was given a number to call after landing which I called to explain situation and he did a good job of explaining why the MVA was 15;000 where I was flying.This problem was caused by ATC requiring me to climb to 15;000 and I now understand why. I'm thankful my plane has a TKS system which helped remove the ice and prevent additional build-up. In the future I will avoid flying in clouds at -4C by requesting a deviation to clear clouds horizontally or by requesting vectors to remain at a VMC altitude authorized by ATC.




Synopsis: Columbia 400 pilot reported he was picking up ice and unable to maintain altitude. Pilot descended below MVA to get clear of clouds.
Date: 201301
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Hydraulic System Pump
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: All checklists were completed and all systems showed normal.  We were cleared for takeoff prior to reaching the runway hold short line.  The Before Takeoff checklist was completed and the takeoff was initiated without stopping on the runway.  After the '80 Knots' call out; the master warning illuminated.  First Officer alerted then of a ELEC1 HYD OVRHT annunciator illuminated on the forward overhead panel.  I proceeded to abort the takeoff using the new procedure except no thrust reverse was activated due to the length of the runway and the extremely effective and immediate response of the RTO braking system.  The rejected takeoff was initiated at approximately 95 knots and a TOW of approximately 143;000 lbs.  We requested to be directed to a holding place on the airport; for brake cooling and time to troubleshoot the problem.  After QRH was accomplished and brake cooling chart was verified; we requested a gate/ramp spot to allow for Maintenance to reach the aircraft as well as to establish communication with Maintenance Control via cellphone.  The issue was MEL'd by me with Maintenance Control via cellphone and the aircraft inspection completed by a local Maintenance representative.




Synopsis: B737-700 Captain reports rejecting a takeoff at 95 knots after a master warning illuminated indicating a ELEC1 HYD OVRHT annunciator illuminated.
Date: 201706
Local time of day: 1801-2400
Location: DOV.Airport, DE
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
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; Person Flight Crew
When detected: In-flight; Pre-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We received the following clearance on the ground from Dover Clearance Delivery: Flight XXX is cleared via runway heading then vectors to BAL MORTI LITME HIRCK SCRAM WALCE LYH then as filed; on departure climb to 3000 expect FL360 10 minutes after. Departure frequency 132.42; squawk ABCD. After we entered the route of flight on FMC; we noticed the point MORTI will take us 50 miles north of our route. Captain told me we will query departure control after airborne. During climb out we were cleared direct BAL. The captain asked Potomac Departure on 2 different frequencies while we were heading towards BAL; if they want us to go to that point MORTI that would take us 50 miles north of our path; and specifically told them that it seemed very unusual. The first controller told us he would try to take us over the outbound traffic. Then the second controller said that we needed to go to MORTI after BAL. After we reached BAL we started a turn toward MORTI. The controller asked us where we were going. We said MORTI and spelled out MORTI. The controller told us the correct spelling was MORTY. Captain corrected the point on the FMC and we corrected our course. The controller apologized for the confusion and the flight continued uneventfully. ATC controllers saw us going in the wrong direction. The event occurred because there are 2 points with similar names near each other and when we received the clearance the controller did not spell out the point. We suspected something was not right; we should have resolved it on the ground. When there is any question with the clearance; clarify with the clearance delivery on the ground.




Synopsis: B737 First Officer reported receiving a clearance on the ground via MORTI which caused a jog in the route of flight. The confusion was not corrected until the turn toward the fix attracted ATC's attention. The proper spelling for the fix was MORTY.