elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Local time of day: 1201-1800
Location: S56.TRACON, UT
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B SLC
ATC / advisory: TRACON S56
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was in the downwind at 110. My instructions were 'Reduce speed to one eight zero then descend and maintain nine thousand.' Aircraft X read back the clearance correctly. I later observed Aircraft X at 082 and assigned 085 to meet the MVA requirement. Aircraft X climbed back up to 085. Separation with terrain was lost. I should have noticed the incorrect altitude sooner. Aircraft X was 800 feet below their assigned altitude before I noticed it and took action. I also did not issue a safety alert. Although in my opinion 080 is not an unsafe altitude with terrain in this area; there are other factors such as mountain wave and canyon winds that could cause additional safety risks for the aircraft. I do not know what could have been done in the cockpit to prevent the event. Perhaps if they were unsure of the altitude assignment; they could have requested that I verify the altitude assignment.




Synopsis: S56 TRACON Controller reported aircraft descended below clearance altitude and entered a higher MVA.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Lighter-Than-Air; Flight Crew Private; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Upon touchdown the aircraft veered violently to the right as if the brake had stuck. I had zero control over the aircraft as it started to lift the left wing the wind was calm I departed the Runway into the grass and had some directional control at that point the aircraft came to rest in the mud with the prop still running but damaged no one was hurt and the plane was towed to FBO on the field. I have never ever felt in my 4900+ hours as if I was just along for the ride and had no control at all. As an after thought I had had it pull to the right but it was not as violent and released after a couple of seconds in a previous landing and should have had my mechanic look at it then but thought that it was just me not quite lined up with the runway.




Synopsis: C210 pilot experiences a runway excursion during landing in calm winds; when the aircraft pulls violently to the right at touchdown.
Date: 201808
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: Marginal
Light: Dusk
Aircraft: Cessna Citation Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: On approach to Runway 24R at LAX; approximately 2.9 miles from JETSA at 2500 ft we encountered a drone at our altitude. The drone passed approximately 25ft on the right wing of the aircraft; slightly above the wing but at our altitude. We immediately notified ATC and provided a description of the drone and the approximate location and altitude. We did not have time to deviate and only saw the drone at the last second. Passengers were unaware and the flight landed normally.




Synopsis: Citation Captain reported a NMAC with a drone while on approach to Runway 24L at LAX.
Date: 202002
Local time of day: 1201-1800
Location: AMG.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Corporate
Operating under: Other 107
Flight plan: None
Mission: Other UAS Structural Inspection
Airspace: Class E ZTL
ATC / advisory: CTAF AMG
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other after mission
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Performed insurance inspection for insured for wind loss to home and barn. Upon arrival I assumed it was Class G Airspace and did not check airspace. I flew the mission with no issues and landed my UAS without incident. Upon submitting of my monthly flight logs to my company UAS department; I was notified of a Class E violation and we discussed measures to correct for future flights. In the future; airspace checks shall always be conducted prior to all flights. Will always obtain authorization to fly in any controlled airspace through a LAANC (Low Altitude Authorization and Notification Capability) approved vendor or approved COA (Certificate of Authorization).




Synopsis: UAV pilot reported an airspace violation.
Date: 201908
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Equipment / Tooling; Company Policy
Primary problem: Ambiguous

Narrative: Preflighting Aircraft X; we had an EFB issue. Apparently both pilot iPads had our data systems throttled to the point we could not do our job. And; there was no WiFi available. Neither of us could download the flight plan nor get a weather briefing. We had Ops print the flight plan and bring it to the aircraft. We had just flown that route in reverse and had the previous weather briefing. So; we were able to operate the flight back. However; I can't believe that our data plans are so restricted and won't reset until [date]. I have used my iPad occasionally outside of work. Not anywhere near the amount I use my personal phone. I do not use a gig of data on my personal device. I have no idea where my data went for my work iPad?No WiFi available and data so slow could not download flight plan or WSI weather briefing before it would time out. This affected both the Captain and First Officer.




Synopsis: B737 Captain reported difficulty downloading the flight plan on crew iPads.
Date: 201710
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
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: Cessna Stationair/Turbo Stationair 6
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: On the BENKY4 Arrival at 9000 FT near TONIE intersection; ATC gave us a clearance to descend to 8000 FT. We then received a TCAS TA 'traffic' just before descending. The TCAS traffic appeared to be on a track toward us and TCAS showed the traffic at 8500 FT. ATC DID NOT advise us of the traffic at 8500 FT and we were cleared to descend to 8000 FT. We maintained 9000 FT due to the TCAS information and then acquired visual contact with the traffic. As the traffic passed 500 FT directly below us; TCAS responded with a RA 'monitor vertical speed'. After traffic passed; I advised ATC there was a single engine Cessna that passed 500 FT below us. ATC replied something such as 'roger' or 'ok'. We then descended to 8000 FT. There were two or three other comments from other aircraft in the vicinity regarding the 8500 FT traffic including a TCAS RA that was broadcast from [another air carrier] flight. ATC then advised on frequency that there was a Station air (Cessna) maneuvering in the area.


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


Synopsis: B737 flight crew reported that as they started a descent; as per ATC instructions; then received a TCAS alert of traffic below.
Date: 201401
Local time of day: 1801-2400
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class C TEB
ATC / advisory: Tower TEB
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related; Weather
Primary problem: Ambiguous

Narrative: During an approach to TEB Runway 06 and a circle to land on Runway 1; we experienced an EGPWS warning. We were on a base leg to final when the alert occurred. Although we were clear of the towers; we executed an immediate go-around and executed the published missed approach. My First Officer advised TEB Tower we were executing the published missed approach. Tower then advised us to turn to a heading of 310. My First Officer advised the Tower we were climbing to 2;500 FT. At that time; Tower advised us to level at 1;500 FT. When advised to level at 1;500 FT we were already passing 2;000 FT and climbing to 2;500 FT as published in the missed approach instructions. Once advised to level at 1;500 FT; we started an immediate descent. We advised the Tower that we were descending and we leveled at 1;500 FT. We were then cleared to enter a downwind for Runway 06 and land on 06. The remainder of the procedure and landing was completed without incident. When the EGPWS alert occurred we were at approximately 800 FT. We had performed the initial portion of the circling maneuver at 1;000 FT. We did not observe any obstacles; however; we did start to execute the published missed approach to Runway 06.


Second narrative: [Report contains no additonal informaion.]


Synopsis: While flying the TEB circle to land Runway 1 maneuver from the Runway 6 ILS; a flight crew executed a go-around after EGPWS alerted TERRAIN.
Date: 201905
Local time of day: 1201-1800
Location: GFL.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E GFL
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I had listened to the CTAF of a nearby airport even though I was not landing there; oddly enough to listen for traffic; and to be safe.When I returned to my home airport; I failed to hit the flip flop switch; so I was still listening and talking on the nearby airport rather than the CTAF of the actual airport I was landing at.I made my calls; though on the wrong frequency. I saw no one and flew a normal downwind; base and final.As I got close to the threshold; I observed a small aerobatic aircraft ahead of me; also landing on the same runway. I immediately did a go around and broke off to the right and climbed. As I climbed out; I looked at the radios trying to figure out if I did something wrong.It was then; on the climb out; that I spotted that I had forgotten to flip flop. I made a call stating that I would be entering the downwind and the aircraft that had landed came on stating that he was back taxiing down the landing runway. I am not sure he ever saw me.In the future; I will double and triple check that I am on the correct frequency; and I will similarly use more vigilance with my visual lookout; which is primary.I had been looking out; but somehow missed him. He was small and probably fast moving.I am a flight instructor and know that the majority of mid airs happen in exactly this scenario; but after [so many] years of flying; this is the closest I have had. My lack of checking the frequency will not happen again. As usual; there was an additional factor; as this landing was into the sun; which may have caused me difficulties in picking up the small plane ahead of me.




Synopsis: Small aircraft pilot reported an NMAC in the pattern at GFL non-towered field.
Date: 201307
Local time of day: 0601-1200
Location: OSH.Airport, WI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D OSH
ATC / advisory: Tower OSH
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Airspace Structure
Primary problem: Procedure

Narrative: I was flying into OSH for the Airventure event and was on downwind for Runway 27. We were monitoring the Tower frequency. There were at least two planes on final and a plane in front of me that had just turned base. The spacing was too tight even for an OSH arrival. This was my 5th OSH Airventure arrival. I decided to extend downwind. There was no ATC communication at that time (that we could hear). I decided to extend downwind to keep safe spacing when two planes popped down out of the clouds to the east on a final approach. They were 'hell bent' on their approach and did not seem to see me or try to avoid me on final. To keep clear; I immediately initiated a left 360-degree turn. As I came around the turn; another plane slipped in front of me to turn base to final. Still there was no ATC chatter. I landed tight behind the low wing aircraft that had turned in front of me (still no Tower chatter). A dreadful dereliction of duty by the FAA controllers. My landing was safe and in control; but all in all; my worst OSH arrival. My radio has operating fine and did on all frequencies going to and from OSH.




Synopsis: Experimental Homebuilt pilot described close proximity traffic in landing pattern at KOSH Airventure fly-in with no apparent ATC control.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had to deice prior to takeoff and checked all flight control movements twice before takeoff. At beginning of cruise portion of flight; two amber caution and the amber master caution annunciators illuminated: roll splr inbd hyd (Spoiler Inboard Hydraulics) and roll splr oubd hyd (Spoiler Outboard Hydraulics). We completed associated spoiler failure checklist; including confirming of all spoilers retracted at PFCS (Primary Flight Control System) indicator; etc. The PF (Pilot Flying); here the Captain continued to hand fly aircraft (as our autopilot was MEL'd for all legs). We evaluated all facts; discussed all of our options; and [advised center of our flight control situation]. We informed them that we were not requiring any assistance (upon landing or elsewhere).Capt. talked to dispatch and MX (Maintenance); while I hand flew aircraft. Capt.; dispatch and I all agreed that ZZZ with their long runways etc. was best place to land. I informed our FA (Flight Attendant) that we were planning on a normal; uneventful landing; with no delays. ATC issued RWY 27L and we executed a visual approach to 27L. Normal landing and taxi. We thanked ATC for all of their help. At gate MX write up completed. The smooth outcome can be contributed to very good CRM exhibited today.Two roll splr caution and master caution annunciators illuminated in flight: roll splr inbd hyd and roll splr oubd hyd.




Synopsis: During flight a DHC-8-100 Master Caution and annunciators alerted ROLL SPLR INBD HYD and ROLL SPLR OUBD HYD. The QRH was completed and the flight continued to the filed destination.
Date: 201912
Local time of day: 0001-0600
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Leading Edge Slat
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part; MEL; Procedure
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Working MEL 27-X-XX for an inoperative slat sensor on Aircraft. I replaced the slat sensor and performed ops checks. I assumed the 'in transit light' that was the reason for the MEL was on the overhead annunciator panel. I completed the operations checks and cleared the MEL.I was told that a flight crew had reported that the light bulbs hadn't been installed on the forward in transit lights.




Synopsis: Technician reported that during the clearance of an MEL; he did not reinstall the light bulbs for the LE SLATS IN TRANSIT light on the overhead panel.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: Gulfstream G100/G150 (IAI 1125 Astra)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While flying at FL340 under IFR in VMC; the right front windscreen failed intact with an obvious sound alerting both pilots. The outer pane cracked which partially obscured forward visibility. The aircraft remained pressurized and both pilots donned oxygen masks before descent. Immediate action was taken by the pilots to slow the aircraft; contact and notify ATC with the problem; requesting left turn on course to ZZZ (abeam and nearest suitable airport) and descend to FL100. ATC complied immediately with the request so no emergency was declared. The aircraft was landed normally in visual conditions without any incident. Three days later a new right windscreen was installed and the aircraft was returned to base.




Synopsis: IAI1125 First Officer experiences a shattered windshield at FL340; followed by descent and diversion to a suitable airport.