elihoole/asrs-aviation-reports huggingface dataset:
Date: 201703
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; General Evacuated
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was preparing to depart for a local VFR personal flight alone. Good weather; no substantial crosswind. Pre-flight and checklists complete. Lined up on runway-final checks done. Aligned on center line. Gradually opened throttle and began takeoff roll. Engine sounded fine; fuel flow; MP fine. It did not feel as though the aircraft was accelerating and gaining speed as quickly as usual. I was concerned that I may have been inadvertently still applying slight pressure to toe brakes. Both feet on pedals; right rudder pedal more depressed than Left to compensate for P factor. Tried to barely remove some pressure from both rudder pedals. Within a split second the aircraft veered sharply left; perhaps 30 degrees or more. I was not moving fast enough to fly; but too fast to make it stop straight quickly. I quickly pulled the throttle fully back; saw the edge of runway rapidly approaching. Nose lifted to avoid obstacles; stall horn sounded; perhaps mains came off a bit. Felt plane hit ground wheels first; bounced once; stall horn sounding; then a firm thud to ground-rolled to a gradual stop in high grass between runway and taxiway. No smell of smoke; I felt ok; just shaken. Shut down engine and all electrics quickly; mags off; key removed. Evacuated onto wing and stepped to ground.I think when I tried to release some pressure on pedals; I let off too much from the right rudder pedal. Engine was almost at full throttle. P factor pushed it hard left and toward non-runway surface. I was alert; well rested; comfortable; properly positioned and secured in cockpit. Plane was operating normally-in my experience with it. I believe I let off R rudder pressure too much. Maybe I should have pulled throttle back the instant I thought I wasn't gaining speed quickly enough.




Synopsis: Bonanza 35 pilot reported a runway excursion during takeoff roll.
Date: 201604
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
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Improperly Operated
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Instructor
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Demonstration of soft field takeoff. Excessive nose high and light crosswind resulted in loss of directional control causing aircraft to drift to left side of runway on lift off striking runway light and taking corrective action lowering wing cause left wing tip to contact grass and rebound right wing tip to pavement correcting back onto runway. Keep less back pressure on yoke.


Second narrative: Pilot exercised soft field takeoff. While adding full power with nose high pitch attitude; pilot was unable to maintain directional control of aircraft. As aircraft exited left side of runway; as it was redirected to the right the left wingtip contacted the grass. The aircraft swerved to the right; the right wingtip scraped the runway; the aircraft exited the right side of the runway and came to a stop. The aircraft contacted a runway light; denting the antennae and scraped the underside of the horizontal stabilizer.


Synopsis: A C182 flight instructor and trainee reported a loss of control and runway excursion during a soft field takeoff due to excessive elevator input.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Airspace: Class B DEN
ATC / advisory: Tower ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Human-Machine Interface; Distraction; Workload; Confusion
Anomaly: ATC Issue All Types; Ground Event / Encounter Ground Equipment Issue; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Software and Automation
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: ADSB/GPS Outage in the Denver Metro area. At around XA:00Z D01 notified ZZZ1 that there are GPS (to include ADSB) anomalies within 50 miles of Denver. We immediately started broadcasting this on the ATIS. As traffic has picked up today (still relatively slow for ZZZ1); we've had numerous reports of aircraft losing ADSB; and numerous reports of aircraft losing GPS. We also lost all ADSB on our side for approximately an hour. This is problematic for our operation. Since the implementation of ADSB; we have had many controllers train and certify using this feature. I am currently the only controller on shift that certified prior to ADSB. If our traffic was moderate it would be a safety concern; especially during a VFR pop up arrival rush. As for the GPS outages; most of the aircraft reported losing their GPS on finals from as far out as 15 miles to within 1 mile final. Luckily today is VFR. However; this time of year through April are our heaviest precipitation months.  Often strong frontal patterns move in quickly; with last minute changes in forecast. We provide service for pilots with little experience; and though today is VFR; many general aviation aircraft have returned to base due to GPS outages. We have logged aircraft reporting issues in our facility log. We currently have 11 reports. There are many that have inquired about outages; but did not report an outage themselves. We are not seeing all aircraft ADSB on our side. When we lose their ADSB in the pattern; we are full stopping them to keep the operation safe. We also have the concern for the aircraft that are losing their ADSB while flying under the Bravo airspace. I am simply passing along safety information. I have heard of a 'solar storm' and I am aware of the 5G implementation. I will not speculate on the cause of the outages today. I am hopeful you can find out what happened and fix it.




Synopsis: A Tower Controller reported GPS outage.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke; 6
Light: Daylight
Aircraft: Cessna Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
Airspace: Class C ZZZ
ATC / advisory: Ground ZZZ; Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Multiengine
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: The occurrence happened taxiing back to the hangar after the flight was finished. We had been flying and had very marginal VFR because of smoke from wildfires. All tower directives were clear and normal as expected; landing was normal and departure from runway was normal. Ground directed me to taxi and hold short XXL approach. The XYL; XXR runway has been closed for several weeks due to construction; which is my normal runway. XYR was the active runway at the time; I cannot give you a reason why; except for maybe being tired from flying in marginal smoky conditions that I just blew through the approach at XXL and held short of the approach at XXR. As I reached that approach I realized I had made a big mistake. I called ground immediately to say what I had done and then called Tower after. I do believe that tiredness from flying in such conditions could have added to the mistake; and in hindsight maybe I should have waited another day before flying.




Synopsis: Pilot reported violating taxi clearance and crossing an active runway.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: While doing touch and go's another Cessna took off on the parallel runway. The tower advised Cessna [call sign] give way to the aircraft that just took off on [the parallel runway]. I did not listen to the instructions for my aircraft call sign was [different]. The Cessna turned crosswind in front of me and it was not until the same Cessna turned downwind that I realized that I might hit that plane. I took evasive action and went behind the aircraft and at the same time I called tower to let them know what was happening. The tower came back to me and told me did I not hear the instructions to follow the plane that I almost hit? My response was 'NO' I never received instructions. After reviewing the voice communications on ATC live I found that in fact we did nothing wrong and the controller was the one that issued instructions to an incorrect aircraft. [This] is a very busy airport and at times there are 5-8 planes in the pattern so I am sure the controller gets very busy. Per 14CFR part 91.3 it is the PIC responsibility of the safety of the flight. I exercised 91.3 to make sure that we did not end up on the local news.




Synopsis: A flight instructor reported a near mid-air collision due to miscommunication by ATC. Reportedly the incorrect; but similar; aircraft registration number was used by ATC to issue instructions.
Date: 202110
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Radio Altimeter
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On descent into ZZZ below 10;000 feet; I recall ATC last clearing us down to 8;000 feet which is what the altitude alert was set to. I was finishing up the approach checklist as Pilot Monitoring (PM). At 8;000 feet the Check Airman in the right seat told me to push vertical speed so he could keep up with the V PATH. I asked if we were cleared for the approach and he said; 'Yes'. I believed him because of his position and how quick the situation evolved. I should have queried ATC. When we reached 7;300 feet ATC told us to maintain at least 7;800 feet for terrain. We climbed and upon reaching 7;500 feet ATC told us to cross the next fix (can't remember the name) at or above 6;200 feet; cleared approach (RNAV 16). We then recaptured the V PATH and set the altitude alert to the field elevation per FSM and landed safely. ATC didn't say anything further regarding the event. There's a chance we were indeed cleared for the approach and if so; then I missed that radio call.I should have queried ATC regarding our approach clearance. I think the procedure of keeping the altitude alert at the last cleared altitude and only letting the PM adjust it keeps both pilots in check. If the Pilot Flying (PF) wants to descend then he needs the PM to lower the altitude alert first.




Synopsis: First Officer reported descending below approach altitude and was advised by ATC to climb and maintain minimum altitude for terrain clearance; which they did and continued the approach to landing.
Date: 201212
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Communication Breakdown; Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Arrived to park at a Gate requires a 45 degree turn for 15 yards and then an arc turn and then final alignment. Ramp guys were situated to not have two guide men. [They] gave us lots of dirty looks and shrugs when we didn't move awaiting proper ramp personnel. One guy slid one of two wands to the other thinking I wasn't moving due to lack of wands. After 5 minutes of both engines running and us telling them by hand signals and radio to Operations they put persons in proper spots to park at a dog leg gate. Last marshaller commands were comical as when he received us for final guidance he actually commanded a turn opposite the direction we were in on the arc to the right. Amazing. Approaching stop point he wanted us to go left a bit and he commanded that by bending his upper body that way with his hands above he is head for stop point; kind of like he was a kicker on a field goal. This would be funny if it weren't so sad as to what ramp operations at EWR are. Pretty sloppy. Asked for a supervisor and he got on headset after blocking and commented his appreciation and said 'these guys need to take this more seriously.' I'm starting to wonder if he means the higher ups in addition to my guide man group. [We] wasted a lot of fuel for this charade.




Synopsis: A Captain reported EWR ramp personnel did not marshal his aircraft in to the gate in a safe manner.
Date: 201206
Local time of day: 1801-2400
Location: MMTO.TRACON, FO
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
ATC / advisory: TRACON MMTO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Our initial clearance had us arriving in Toluca at PTJ VOR for the approach and ILS to Runway 15. The sun was coming up behind us making the landscape visible. At about 30 miles from PTJ; we were told to go to Toluca Approach. We checked in at 15;000 MSL. MSA was 15;000 FT. After a short pause Approach Control told us to turn to a heading of 140. This took us off the arrival. I told the Controller that the heading he gave us put us directly on a collision course for the mountain. He insisted on the heading so I complied thinking there was a traffic conflict. We were about 20 miles from the mountain. At about 10 miles from the mountain he gave us another heading change to 135 heading. This put us smack in the middle of the mountain.At this point I told the Approach Controller negative; we were turning back to the right to PTJ to assume the approach and ILS for Runway 15. There was a pause and then the Controller said we were cleared as requested. After intercepting the localizer we were handed over to Tower and were cleared to land. Why were we taken off an approved arrival which has kept us out of harms way all these years? I have been flying down her for 5 years so I know the lay of the land. This is a very challenging airport and there is no room for error with the high terrain. We have to have safe and standard procedures to keep us safe.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: Air Carrier flight crew reported being vectored toward mountainous terrain on arrival to MMTO.
Date: 201505
Local time of day: 0601-1200
Location: DFW.Airport, TX
Flight conditions: IMC
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: TRACON D10
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification

Narrative: In the weather on a heading to intercept [Runway] 35C LOC; during turn onto LOC; LOC signal failed. Pilot Flying (PF) overturned LOC and started correcting. RAPCON; gave a correction and LOC came back. LOC failed again as we were intercepting for a second time. LOC continued to fail 3-4 times causing us to weave left and right on final. At about 5-6 miles we stabilized; finished the approach and landed uneventfully.


Second narrative: In the weather; we were turning left to intercept 35C localizer about 10 miles out and the localizer failed. Pilot Flying (PF) overturned a little and started correcting. RAPCON (127.07) gave us a correction and the localizer came back. We were intercepting and it failed again. It failed 3-4 times for a second or 2; causing us to weave down final. About 5-6 miles out we stabilized; finished the approach; and landed uneventfully. Not sure if we exited our corridor. The ID on the localizer (at 10-12 miles) was weak but readable with a lot of static. Usually DFW localizers are loud and clear out to 20 miles or more. I spoke with a RAPCON supervisor and he flagged our conversation on a note. He was very informative and helpful. He said they had been having sporadic problems with some DFW antennas. Using a Navigation overlay could help; but it can be a little off; also; even under normal circumstances.


Synopsis: On an ILS final approach; the crew of a MD-80 crew experienced an intermittent localizer signal. The crew landed safely after the help of ATC headings.
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Relief Pilot
Human factors: Training / Qualification; Fatigue; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Visual approach; airplane was configured for landing with full flaps; prior to selecting the landing gear down. This is a non-standard order and not done intentionally. Landing gear was selected down at 900 FT MSL after recognition that the landing gear was not down; prior to any aircraft warning but too late for a stabilized approach. Normally gear is selected down when selecting flaps 3 and occurs well above 1;000 FT. Contributing factors to why the event occurred were 1. A distraction on the FMS / Flight Director showing an altitude constraint of 3;300 FT on the ILS 8L while we were flying a hand-flown visual approach and 2. Fatigue after a long flight.




Synopsis: A fatigued and distracted A330 crew selected the gear down at 900 FT on a visual approach with landing flaps set.