elihoole/asrs-aviation-reports huggingface dataset:
Date: 201305
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Distraction
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Exited Penetrated Airspace
Contributing factors: Weather
Primary problem: Weather

Narrative: During the climbout Departure gave instructions to turn left heading 080 and climb to 7;000 feet. At around 4;400 feet my climb started to degrade and airspeed started to decrease. I quickly realized that I was now in a downdraft and I was unable to maintain at least a 500 FPM climb. As the flight progressed the Controller asked if I had the mountain ahead of me in sight and I told the Controller I did. The Controller thence gave instructions to turn west and continue my climb to 7;000 feet and once over the Airfield to turn south.Once on the heading of 180 the Controller gave instructions to turn 080 and continue my climb. According to the Controller I went below the Minimum vectoring altitude causing a deviation. After reaching my cruise altitude I realized I failed to communicate with ATC when I was unable to continue a safe climb while in the downdraft and nearing mountainous terrain. It was truly a lesson for me to speak up and talk to ATC when in this situation. I took for granted that although operating in VMC conditions and under the direction of ATC; safety and communication will always remain the key to flying safely.




Synopsis: After departure the pilot of a C172S was not able to maintain the required climb performance because of downdrafts in mountainous terrain; and additionally failed to stay in contact with ATC. Upon reaching cruise altitude the Departure Controller informed him that he had descended below the MVA.
Date: 202202
Local time of day: 0601-1200
Location: APF.Airport, FL
Aircraft: Light Transport
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Second aircraft: Light Transport
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown; Time Pressure; Workload
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Other Takeoff Roll
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Given an 'immediate takeoff' clearance for Runway 23 APF at XA:55z. 20-30 seconds into the takeoff roll we are instructed to cancel our takeoff clearance and then immediately abort. A few seconds later we observe a light transport jet landing on 14; cross in front of us at a very high speed.The controller was noticeably over-saturated with the sheer volume of air traffic and this happened during a runway change (from 14 to 23).




Synopsis: First Officer reported a critical ground conflict event during takeoff roll with a landing aircraft on an intersecting runway. Pilot immediately rejected takeoff when tower cancelled takeoff clearance.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Tires
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This was our last leg of a 4 leg day. The weather was quite warm but perfect. All events leading up to the rejected takeoff were normal. As the CA and pilot flying. I was given the takeoff clearance. The winds were light; less than 10 knots and almost directly down the runway. Just prior to the First Officer (PNF) calling V1 the airplane started to feel different. It was requiring more rudder to maintain center line and I started to feel a vibration and an unusual noise coming from the aircraft. At V1 I started to lose directional control and aborted the aircraft with maximum braking and maximum reverse. I knew that we had blown tires [at] this point. The aircraft became more difficult to control as we slowed but I managed to keep it [on] center line. The First Officer (PNF) immediately called Tower and told the passengers to 'Remain Seated; Remain Seated' We immediately checked the brake temperature and surprisingly they were all in the green. We ran the aborted takeoff checklist and asked Tower to roll the trucks. There was no indication of fire as the fire handles were not illuminated and per the Fire Department there was no smoke. We shut down the engines and kept the APU running for aircraft cooling as it was extremely hot. The passenger deplaned on the runway with the help of the awesome staff of the Fire Department. After the passengers deplaned we spoke to maintenance and completely powered down the aircraft. We left it disabled on [the runway] with the Fire Department and Maintenance staff.This event; in my opinion; went very smoothly. All procedures were followed and there were no injuries. I managed to keep the aircraft [on] center line and under control. Although it's nearly impossible to prevent what occurred to us. Continuing to have simulator events with different scenarios happening at V1 or just prior is helpful. I recall doing this only just recently in the simulator. I believe it was helpful in my reaction and handling of the aircraft.




Synopsis: EMB-145LR Captain reported rejecting the takeoff just prior to V1 when he experienced blown tire or tires.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While approaching ZZZ at approximately 3000 feet we reported the field in sight and were cleared the visual to XXL by Approach Control. I set up the MCP to capture final using LNAV and VNAV and set 1500 feet in the altitude window. The autopilot didn't seem to be capturing the magenta glide path symbol; and the ILS GS (Glideslope) diamond showed us slightly high on GS; so I decided to click off the autopilot and capture the GS and Localizer manually. Localizer was selected on the MCP and I started down the GS. I needed approximately 20 degrees of bank to intercept the Localizer. As I turned the control wheel; I noticed a definite binding in the ailerons anytime I went beyond 15 or 20 percent of wheel throw (eventually turning in both directions to align the aircraft). In retrospect; the controls felt very similar to the forces required during the use of control wheel steering. I mentioned to the FO (First Officer) that the ailerons felt weird and a little stiff; but completely controllable; so we continued. Once established on final; and while making only small corrections with the control wheel; the control wheel felt completely normal. The aircraft remained completely controllable at all times with normal aileron feel as we approached the runway. The landing was uneventful. Once at the gate; Dispatch; Maintenance Control; Chief Pilot; and local Maintenance were notified; and logbook entries were made. The aircraft was taken out of service for inspection and repair.This report is being filed in the interest of safety because it involves an unknown flight control abnormality; or possible operator error unknown at the time of occurrence.




Synopsis: B737-700 Captain reported aileron stiffness while hand flying an approach.
Date: 201406
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: On the DRLLR ONE arrival into IAH. We were on the arrival with no issues until we hit DOMNO. The arrival was loaded correctly into the FMS. When we hit DOMNO the FMS was supposed to cycle us to VLDEZ. The airplane started to make the turn but as soon as it did; it deactivated LNAV and went into roll mode. I immediately took corrective action by going into TCS mode and manually continuing the turn. We had a high tailwind so this delayed turn took us enough off course for ATC to ask us if we were in the turn. We advised them we had but we had an autopilot malfunction. Nothing was reported after that and the flight continued normally once we were back on course. We asked ATC if anyone else had the problem at DOMNO and they said that three other company aircraft that day had the same issue. The biggest threat is flying these RNAV arrivals in our aircraft with avionics that are not capable of flying these arrivals. Our aircraft are too far out of date and should not be flying these. There was nothing that the pilot flying or pilot monitoring could have done in this instance since the issue didn't occur until when we were over the point. Upgrade our avionics.




Synopsis: EMB145 First Officer experiences the autopilot switching from LNAV to roll mode as the aircraft passes DOMNO turning toward VLDEZ on the DRLLR 1 RNAV to IAH. ATC detects the track deviation and advises that previous company aircraft have had similar issues.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-24 Comanche
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was cleared for landing and was on final approach. I previously lowered the landing gear approximately three miles out. I know this because I remember engaging the landing gear switch and adjusting the trim and power for the altered handling as a result of the landing gear lowering. Also; after the incident; a tower personnel confirmed that the tower had confirmed that my landing gear was down before I landed.As I landed; the gear gave way and collapsed causing the aircraft to skid down the runway on its belly. This caused me to block the only runway and resulted in the closing of the airport for approximately 2 hours until my plane could be removed off the runway.My Comanche had recently passed its annual and I had passed my flight review within the last month. I was not fatigued or in any way impaired. I had made a short flight to get gas and was returning to where I hangar my plane.




Synopsis: PA-24 Comanche pilot reported a landing gear collapse upon landing for unknown reasons.
Date: 201404
Local time of day: 0601-1200
Location: 35S.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Other After the fact
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: [I was] approaching from the west; straight in on Runway 7. This is a remote airport mostly used by ag sprayers. Runway numbers are scuffed but visible; no center line. I land. At far end of runway [is] a large chain link fence gate; I taxi through it and discover that I have landed on a taxiway; the 'old' runway. The new current runway is ahead of me over a slight rise; not visible from the west when on approach to what first appears as 'the' runway. The nearest ATIS reported calm winds; which is why I did not first circle the airport; this was my mistake. Most confusing to me is that the 'old' runway numbers were still visible on the pavement (not painted over black or completely scrapped off). Yellow painted arrow(s) or even a yellow centerline would have been helpful.




Synopsis: A small single-engine pilot landed on the 'old' Runway 7/25 at 35S. The old 7/25 is now used as a taxiway for the new runway; also designated as 7/25. The new runway is located to the East and is displaced by a few hundred feet south. Runway numbers remain visible on the old runway was cited as a contributing factor.
Date: 202106
Local time of day: 0601-1200
Location: JNX.Airport, NC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
ATC / advisory: CTAF JNX
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were holding short of Runway 21 waiting for traffic landing [Runway] 21. A Warrior pulled down to Runway 3. I asked multiple times what he was doing and no answer. He finally said he's going to takeoff [Runway] 3. I advised him that there are 3 aircraft (2 planes including us and a helicopter) for patterns for [Runway] 21. A moment later he pulled onto the runway and started to takeoff. He called that he was taking off after rolling halfway down the runway. There was an experimental on a short base to final for [Runway] 21 that had to cut his base really short to evade the aircraft taking off [Runway] 3.




Synopsis: GA aircraft flight instructor holding short for takeoff at JNX reported observing an aircraft take off in the opposite direction of the runway being used for landings; causing a landing aircraft to take evasive action.
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While entering upwind for Runway 18 the engine suddenly quit. An uneventful power off landing was accomplished on Runway 9.The reason for the engine quitting was fuel exhaustion! Prior to the flight a preflight inspection was completed and it was determined that there were two hours of fuel on board for a one hour flight. This was determined by checking the fuel totalizer (indicating 25 gallons onboard) and the aircraft log (that indicated two (2) hours of flight since the last top off). Both sources agreed with one another that at a 12 GPH fuel burn there was adequate fuel for a one hour flight.There was no way to accurately stick the tanks; due to their position/angle when on the ground. The clear tube float gauges have not proven to be very accurate and were looked at; but the decision to make the flight was made using the two means previously addressed; which were referred to in the past and proved accurate.Several things led up to this incident. First; the plane's fuel tanks are placarded to hold 50 usable gallons. Upon landing I could only put in 41.5 gallons. With 2 hours out and a flight planned for one hour; this still should not have presented a problem.The only other explanation is that the tanks were not completely 'topped off'; making all other calculations invalid. The totalizer will also have to be re-calibratedThough the outcome was OK; this was a very embarrassing moment for a Gold Seal Master CFI; who is always preaching 'time in the tanks' and who flies conservatively in every other way.When pre-flighting other aircraft I fly will continue as usual with a visual confirmation of the fuel quantity. For this aircraft and others that are not easily 'sticked' or visually inspected; I will be more cautious on determining how much fuel is on board and will adjust expected endurance figures downward.




Synopsis: A UPF7 pilot landed dead stick after the engine failed due to fuel exhaustion while entering the pattern.
Date: 201202
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: Fog; Haze / Smoke
Light: Night
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ambulance
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Rotorcraft
Human factors: Situational Awareness; Training / Qualification; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Contributing factors: Environment - Non Weather Related; Chart Or Publication; Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Departed IFR from the airport and climbed through a layer at about 800 FT AGL and transitioned to VMC conditions on top at about 2;000 MSL with 20+ miles of visibility. Conditions were VFR along the route. I maintained my IFR clearance as an additional safety mechanism; in case there was a need to abort the flight for weather.... I began to see a layer of some type of obscuration in the general area of our destination. I could see the local airport; however the hospital was obscured by this low layer of obscuration. Although; I could have made a VFR descent into the airport; I did request a clearance for the approach into the airport. This provided an opportunity for currency reasons; and it would allow me to better position myself in relation to the hospital. This area is very dark at night.... Numerous oil derricks have been erected in the area and I wanted to make sure I was clear of any obstructions during the letdown. Once we were cleared for the approach; I executed the holding pattern maneuver and established myself inbound on the procedure. Around this time we decided it was best to cancel the flight and return home. I initiated a go around and notified Center I was going missed and wanted to return home. I executed the initial portion of the missed approach procedure for practice. As I was reviewing the procedure again; I noticed the small note on the approach plate stating the procedure was NA at night. I had previously noticed the remark regarding the visibility reduction for helicopters; however; I missed the note regarding the night time restriction. The entire portion of the procedure I did fly was executed in VMC conditions. The aircraft interior lighting design is not the greatest; and is further complicated by the NVG modification. You have to scan documents across the lighting in order to read something at times. I decided it was time to re-invest in a new lip light to greater increase the lighting in the cockpit at night; and to better scrutinize the plates regarding the small notes.




Synopsis: Medical transport helicopter pilot completed a published approach procedure and missed approach at destination airport in night VMC before noticing that the procedure was not authorized at night. Pilot attributed the error to inadequate cockpit lighting.