elihoole/asrs-aviation-reports huggingface dataset:
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Viking/Turbo-Viking 17-30/31
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing roll
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The aircraft pulled sharply to the left upon contact with the runway. Attempted to correct with right rudder and back pressure on the yoke; however the plane pulled sharply right. Correction with left rudder resulted in an even sharper turn to the left; and further attempts to straighten the plane increased its horizontal oscillation down the runway.  The plane departed the runway to the left into the grass and rolled approximately 250 feet before stopping. The aircraft sustained no damage.




Synopsis: A Bellanca BL17 pilot reported loss of directional control after landing that led to a runway excursion.
Date: 201705
Local time of day: 1201-1800
Light: Daylight
Aircraft: Commercial Fixed Wing
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Workload; Troubleshooting
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: The FAA has issued FACSFACSD 17-02 advisory for GPS Testing by our military. While I understand the need to test GPS performance; since aviation is dependent upon GPS for essential navigation; purposeful degradation of GPS navigation systems impairs aviation safety. The FAA is on schedule to continue the disablement of a majority of our ground based navigation systems; including VORs; creating a dependence upon GPS and GNS system. GPS provides amazing capabilities for enroute and terminal operations.The continued testing of GPS degradation in the Western US dramatically affects aviation navigation. This recent advisory is a good example of impact on a wide area of our country. As a professional pilot I have been affected by this activity while in flight; losing GPS navigation signals in Class A airspace. When the signals are lost the autopilots also disconnect from NAV mode; resulting in a dangerous situation. After signal restoration; if the pilot does not notice that the AP is now in ROLL mode; this may result in nonconformance with the established flight plan.The broad time periods for testing also affects a very large time frame; which makes it nearly impossible for the pilots to accommodate. Imagine a pilot using the Q or T routes; or using GPS for approved NAVAID navigation or approaches and having the GPS signal degrade to the point of being unusable. This can have a direct impact on aviation safety.




Synopsis: Air carrier pilot reported concerns with the periodic jamming of GPS signals by the military in the Southwest United States and its effect on flight safety.
Date: 201905
Local time of day: 1201-1800
Location: M38.Airport, AL
Weather elements / visibility: 10
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: UNICOM M38
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport
Primary problem: Airport

Narrative: I was flying with a student on a local training flight that included a simulated power failure with forced landing at Hazel Green Airport; AL (M38). According to the FAA Chart supplement; this runway is asphalt; 2;670 feet long; and 40 feet wide. Aircraft X has a wing span of 36 feet 1 inch. Winds were calm as we approached to land on Runway 25. Our approach was high and we touched-down with approximately 1;000 feet of runway remaining. There was enough runway to safely stop; but there was not a large margin. Once we started to brake; I assessed that we were committed to the landing and I did not think that there was not enough runway remaining for a go-around. As we approached the runway; I saw a man on a riding lawnmower mowing perpendicular to the runway. He mowed right up to the edge of the runway; turned-around; and continued mowing away from the runway. After we landed and had started to brake; I saw that the lawnmower had turned-around again and was now coming straight toward the runway. At that point we were on the runway; unable stop before reaching the lawnmower; and unable to go-around. As the lawnmower approached the runway the man didn't look right or left; only straight ahead. He reached the edge of the runway at the moment we passed. If he had not turned-away at the very edge of the runway; I have no doubt that we would have hit him. I'm not sure whether or not my wing passed over his head. We stopped at the end of Runway 25 and turned-around. The man was continuing to mow the grass. I elected to takeoff on Runway 7 so that we could better time the lawnmowers passes and pass him when he was well away from the runway. The takeoff was uneventful and we passed well clear of the lawnmower.




Synopsis: Instructor pilot reported a ground conflict with a lawnmower while on landing roll out.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We leveled off at about 10;000 ft. after an idle descent from FL350. As engine power came up during the level off; an abrupt strong oil or chemical like smell came from my vents. It definitely got my attention; immediately. I donned my O2 mask right away. I was Pilot Flying and called for the fumes procedure. I took my mask off briefly; a few mins after the procedure was done to see if fumes were still present. It appeared to have fully dissipated by that time. We checked with the FA crew; they did not report any the odor/fume. We continued the descent and approach into ZZZ without any further issue. On the ground; the Captain and I talked to the on Duty Chief Pilot and did not require any medical assistance. Wrote up the event in the MX log and odor/fume reporting sheet.




Synopsis: A321 First Officer reported a fumes event which dissipated after completing the fumes checklist procedure. Flight continued to destination.
Date: 201305
Location: ZZZ.Airport, US
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff; right engine developed compressor stall at rotation. Takeoff continued normally and aircraft air returned to ZZZ with an overweight landing.




Synopsis: A B767 right engine developed a compressor stall at rotation but continued to operate normally; so the flight returned to the departure airport for an overweight landing.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Cylinder Head
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We taxied out and did a full run-up before takeoff.  Engine instruments looked good.  We went to takeoff and on the takeoff roll before hitting 80 knots we looked at the engine gauges and the right cylinder head temp.  It was over the red line and reading above 500 degrees.  I aborted the takeoff and taxied back into the gate.  Upon making the final 90 degree turn to park at the gate.  I noticed I lost full right rudder and was not able to turn and asked my FO (First Officer) to step on his right rudder to make the turn and he had no control.  Before I could shut off the engines; we hit one of the traffic cones that guide our passengers while boarding with the left propeller.  Everyone deplaned; no one was hurt.  Called [Maintenance Control] and [Operations Control].Not sure on the engine cylinder head temperature.  I think there might be a broke cable for the right rudder.




Synopsis: A Cessna Captain observed a high cylinder head temperature during the takeoff roll; resulting in a low speed rejected takeoff; followed by a loss of rudder pedal steering resulting in contact with a traffic cone.
Date: 201404
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Parked
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Confusion; Training / Qualification; Workload
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Observer
When detected: Aircraft In Service At Gate
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was at the self fueler when I witnessed a man; known around the airport; pulling his airplane; a Luscombe 8A. This man was hand propping his airplane and I did not see any chocks blocking the wheels. There was also nobody inside the airplane. The plane fired up and this man walked to the left side of the plane to get inside. However; the airplane started to move under its own power and got away from him. It continued to taxi on its own power; with nobody in control of it until a pilot bystander was able to run up and grab a strut and stop the aircraft from rolling so that pilot could get in. The pilot then departed the airport. There were at least 4 witnesses to this event.




Synopsis: An observer reported a Luscombe 8A was parked at a fuel pit without chocks; so when the pilot hand propped the aircraft it began rolling and stopped only when a bystander restrained a strut. The pilot departed without comment.
Date: 201809
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation
Contributing factors: Equipment / Tooling; Aircraft
Primary problem: Equipment / Tooling

Narrative: The 737-800 overhead bins are a safety issue. When there are 4-5 roll bags in them it's like bench pressing 200 lbs. Since we do not weigh carry-on's; this is a problem. I've had shoulder pain twice now. The assist lever that is supposed to help close only works when there is hardly anything in the bin.




Synopsis: B737-800 Flight Attendant reported the overhead bins being heavy to close due to weight of numerous heavy bags in the bin.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Other
Operator: Personal
Flight plan: None
Mission: Personal
Flight phase: Cruise
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Other / Unknown; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; Flight Crew Diverted
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [At] approximately 4;500 MSL; an all white [small aircraft] circled me while flying a paraglider and then flew approximately 200 feet directly below me. I was unable to get the tail number. I am relatively certain this was the same aircraft from the next event.[Several days earlier]; at 1;100 AGL; an all white [small aircraft] circled me while I flew my paraglider; then passed directly west of me; level with my altitude; upwind; approximately 200 feet horizontally. I was unable to get the tail number. He flew very slow in a high angle of attack; perfect conditions for strong wingtip vortices; directly upwind. To avoid vortices; I spiraled down and was forced to land in less than ideal conditions. Wingtip vortices on even a small aircraft will collapse a paraglider and cause an emergency reserve parachute deployment. Paragliders use non-steerable round reserves. All year round; every Saturday and Sunday; a small group of paraglider pilots conduct towing operations. Paragliders are towed to no more than 1;200 AGL behind a pickup truck using a payout winch in accordance with US Hang gliding and Paragliding Association safety recommendations. Towing in [this area] has been going on for approximately 10 years with permission from local land owners. I am working with the tow operator to contact FSS to begin filing NOTAMs during towing operations. The towing occurs in class G airspace; but the paragliders often enter the nearby class E airspace; avoiding class B airspace to the north.The aircraft in the incidents above is not the only aircraft that has made close passes; intentionally; on paragliders over the years. In each case it is clearly showboating.I am licensed under USHPA as a P2/M1 pilot with a surface tow endorsement. I am a former pilot with 2;500 hours; single and multi-engine commercial instrument rating with two type ratings. I no longer hold an FAA medical and do not currently fly with my FAA license.




Synopsis: Non-powered paraglider pilot reported multiple instances of small aircraft flying within close proximity of the paraglider.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Entered pattern [and] lost power on final. Landing made in field on short final. Rolled to a full stop in a ditch.




Synopsis: C150 student pilot reported landing in a field after the engine failed on final approach.
Date: 201901
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: Heavy Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: On flight to ORD air traffic control advised First Officer and I of a heavy aircraft ahead and 1;000 ft above our assigned altitude. I reported aircraft in sight. As the other aircraft appeared closer and closer on TCAS I had the flight attendant sit down for possible wake turbulence. While on the MADII 4 Arrival somewhere after SOOLU ATC told us to descend [to] 7;000 ft. While slowing in order to descend we encountered a wake; losing about 100 ft than gaining 150 ft but no more than 200 feet. After the encounter I asked ATC for a heading to aid in reestablish on the arrival. He gave us a heading of 090 and we descended to 7;000 ft and complied with new assigned heading. At no point did the aircraft [TCAS] give any type of proximity caution / warning. Would like more distance between heavy aircraft.


Second narrative: On [our] flight to ORD; on the MADII 4 Arrival; between SOOLU and KURKK we were instructed to descend from 10;000 to 7;000. While we were slowing to descend our aircraft encountered uncommanded pitch and attitude inputs that resulted in altitude changes of +/- 100/150 ft. We quickly realized that we had entered the wake turbulence from a Heavy Aircraft in close proximity. The Captain asked for a heading from ATC; while I maintained aircraft control. Once in the clear; I began the descent to 7000. We proceeded to fly the ILS to 27R. Upon landing we were told to give TRACON a call. We explained the situation; fortunately; no one was hurt. We were a little frazzled by the event. I feel as a crew; we could have done a better job of communicating with ATC.


Synopsis: EMB-145 flight crew reported an altitude deviation occurred after encountering wake turbulence on arrival into ORD in trail of a heavy aircraft.
Date: 202004
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR
Detector: Person Ground Personnel
When detected: Other Post-Flight
Result: General None Reported / Taken
Contributing factors: Procedure; Company Policy; Logbook Entry; Environment - Non Weather Related; Human Factors
Primary problem: Procedure

Narrative: Arrived at the aircraft and completed preflight items for a maintenance ferry flight from ZZZ to ZZZ1 for the purpose of parking Aircraft X in ZZZ1 for stowage due to COVID-19 economic downturn. During pre-flight I determined that there was not a current maintenance release form in the aircraft Logbook. I called maintenance on the radio and requested a new maintenance release. Maintenance said we did not need a maintenance release form because we were flying a maintenance ferry flight and we only needed a maintenance ferry document; which should be in the aircraft logbook. There was no maintenance ferry document in the aircraft logbook or in the flight plan paperwork.I called Dispatch and requested a new maintenance release and was told all I needed was the maintenance ferry document. I told Dispatch that I did not have one anywhere on the aircraft and I needed him to send me one. The Dispatcher told me that he couldn't 'cut & paste' the maintenance ferry document into ACARS; but that he could take a picture and send it to me on my phone. He sent me a picture of the maintenance ferry document and I looked it over. I had never seen a maintenance ferry document and therefore had no idea if the Dispatcher had sent me the proper documentation. Per the flight plan; we were dispatched Part 91; and having been told by both the Maintenance and Dispatch that we had what we needed; we proceeded to operate the flight safely and on-time between ZZZ and ZZZ1. It was only an hour after our arrival into ZZZ1 that we were contacted by the flight operations and were told that we had departed without the proper maintenance release form. I sent a picture of the maintenance ferry document from Dispatch and a copy of the flight plan and told her I would file a report. We were not the only flight to be dispatched improperly by Maintenance and Dispatch.Later that evening we received a report; detailing what a correct maintenance ferry document should be. We performed due diligence in our attempt to obtain the proper maintenance release form. Maintenance and Dispatch let us down and company; by not having the correct and proper documentation available either in the cockpit or available on the ACARS printer.




Synopsis: Air carrier Captain reported having to ferry a flight for storage due the COVID-19 pandemic without correct maintenance release documentation.