elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Thunderstorm; Turbulence
Aircraft: Falcon 2000
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Weather
Primary problem: Weather

Narrative: We were in the terminal area deviating around some small isolated thunderstorms.  We were descending down to 11;000 FT. When passing through 13;000 FT; we were struck by lightning.  We saw a flash of light.  I saw sparks fly out of the overhead circuit breaker panel.  I saw a bolt come down from the right side of the panel and connect with my co-pilot's headset.  We immediately noticed 2 CBs pop; and smelled a burnt odor.  We also noticed burn marks on various parts of the overhead CB panel. After we were struck; there was no sign of smoke or fire.  Everything seemed to operate normally except for the burnt smell and an indication showing that the wing anti-ice was ON.  One of the two breakers popped was the wing anti-ice breaker.  My co-pilot [notified ATC] and we got immediate vectors for the ILS. I briefed the flight attendant on our [urgent] situation and she briefed the passengers. The remainder of the flight was uneventful.  With what I saw on my radar screen; I didn't think there was a concern with where we were choosing to deviate around the weather and I didn't think we could have done anything more to avoid the lightning strike or the weather.


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


Synopsis: DA-2000 flight crew reported being struck by lightning in their destination terminal area. They noted some popped circuit breakers; burn marks; and a burnt smell.
Date: 201304
Local time of day: 0001-0600
Location: CLE.TRACON, OH
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E CLE
ATC / advisory: TRACON CLE
Second aircraft: Small Transport
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: Air Taxi X was in my airspace after departing BKL climbing to 6;000 FT. Mansfield Approach called with a manual hand off on [Air Taxi Y] an inbound to BKL also with the callsign. This caused difficulty starting a track on the inbound; and communicating with both aircraft even after explaining to both pilots of the duplicate call signs. This has the potential to be a very dangerous situation. There is absolutely no reason a company should have the same call sign on 2 active flights at the same time; given the infinite number of possible flight numbers.




Synopsis: CLE Controller voiced concern regarding the continued use of identical call signs by one company with both aircraft operating at the same time and in the same locality.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Workload; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Company Policy; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Procedure

Narrative: While on approach at approximately 700ft as Pilot Monitoring (PM) I noticed the speed brakes were not armed. I then looked at the ignition switches and noticed they were off and I quickly realized the landing checklist had not been accomplished. The situation was corrected and checklist completed prior to the 500 ft stable call. I am writing this [report] as a concern with our new landing procedures on the B737. As far as I am concerned the landing checklist should be completed prior to the FAF at the very least. With these new procedures the landing checklist; talking to ATC for landing clearance and the 1000ft call can come right on top of each other. All of these things are taking away from the pilot monitoring to do exactly what they should be tasked with which is MONITORING the airplane and backing up the flying pilot. This is not the first time I have experienced this problem but fear what might result from this current procedure. This event was the closest I have come to landing without having armed the speed brakes. Had there been more distractions and the weather worse we may have not caught this and landed in a situation that would be good to have had them.




Synopsis: A B737 First Officer reported that the new procedure as to when to use the Landing Checklist has increased the workload during approach.
Date: 201910
Local time of day: 0601-1200
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Training / Qualification; Human-Machine Interface; Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General Evacuated
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Instructor Pilot was shadowing a student pilot during landing on Runway 31 at ZZZ. Student landed and bounced; slightly to the left of center line.He then input 300 rpms of power and full right brake and rudder. Aircraft was going about 65 kts. Because of this; the strong input of the brake caused the aircraft to skid and lift one wheel off the ground.This caused the aircraft to go off the runway and eventually stop on the grass to the right off of Runway 31.




Synopsis: C172 flight instructor reported a loss of control during landing that resulted in a runway excursion.
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Baron 55/Cochise
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ1
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: While on final approach to ZZZ; 4 mins / 15 nm. out; 3;000 ft.; felt a soft 'thump' then a vibration. Troubleshot; verified and executed precautionary shutdown left engine; landed single engine.




Synopsis: BE55 Pilot reported engine issue and precautionary shutdown on final approach.
Date: 202002
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: On approach into Boston; at night with visibility unlimited. We were initially cleared direct to RIPIT; the outer marker; and to descend to 2000 ft; on approach over the water to Runway 27. The altitude at RIPIT is charted at 1700 ft.With no traffic between us and the airport; we were then cleared direct RIPIT and cleared for the visual approach. My plan was to keep the speed up as long as I was comfortable and then slow a few miles outside of the outer marker but I did not want to be high and fast; thus causing an unstabilized approach. I turned off the auto pilot and auto throttles and was hand flying the airplane in a gradual descent of maybe 200-300 ft./min with approach mode armed and still in open descent however; almost all of my visual reference was outside and not referencing instruments or flight director. I had the runway in sight during the entirety of the approach however at some point; I completely lost situation awareness and ended up down between 900 to 1000 ft. AGL with the gear still up and 210 kts. My relationship to the outer marker when I 'captured this error' is unclear; as I stated my having lost situational awareness. I immediately leveled the aircraft at 1000 ft.; lowered the gear and slowed to flap speed and had an otherwise stabilized approach and landing on Runway 27 at Boston.Contributing factors to this incident would be flying into a 'black hole' and the visual references associated with that as well as fatigue. I did not feel fatigued at the time however; in recounting this incident and thinking about other small errors; such as missed radio calls; I do not think I was 'on the top of my game'. I did not realize this at the time otherwise I would have flown more conservatively. I had normal rest having been awake 12 hours and a duty start time of XA:00 with an event at XG:20.




Synopsis: A320 Captain reported descending out of assigned altitude during final approach; requiring evasive action.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon the commencement of takeoff roll on Runway XX at ZZZ the left rear door jettisoned from the aircraft. The door departing the aircraft was audible. Pilot noticed [the] rear door was missing. Pilot immediately aborted the takeoff and exited the runway returning to the run-up area and shut down / secured the aircraft. Pilot contacted the FBO operator to report the incident. Pilot and aircraft were approached by owner. Door was retrieved from adjacent taxiway. No damage to the aircraft was evident other than the door being jettisoned. The door itself had scuffs on the plexiglass window and sheared off at the hinges but did not appear otherwise damaged. The exterior of the aircraft appeared undamaged. Further; no damage was evident to the airport environment. No injuries to persons occurred. Pilot recalls completing all preflight checklist items prior to start; taxi; run-up and takeoff. PFD (Primary Flight Display) Annunciator indicated all doors and latches were secure. Pilot also performed a visual check indicating doors were secure. Taxi and run-up were performed without incident.  Pilot believes that the latch / sensor may have been faulty causing door to jettison during the beginning of takeoff roll.




Synopsis: Pilot flying DA 40 aircraft reported door departing aircraft on takeoff roll.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Time Pressure; Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Airport
Primary problem: Human Factors

Narrative: Scheduled flight from ZZZ to ZZZ1. Tower was closed for operations due to COVID-19. We both followed procedures for closed Tower; by making calls in the blind and contacting ZZZ TRACON for clearance and for departure time/permission There were multiple scheduled pushbacks at XA:45. The Captain briefed pushing back a few minutes early if possible to help alleviate congestion in a non-tower environment. We pushed and taxied to the hold short and called TRACON we were ready for departure. TRACON released us. I asked TRACON to clarify we were cleared to takeoff and they replied yes we were. We took off and departed uneventful following noise abatement procedure. After airborne; we discussed that we had departed several minutes before XB:00. ZZZ 10-7 page states no departures XP:00-XB:00L. After obtaining release from TRACON and verifying we were cleared to takeoff from ZZZ we realized that we had taken off several minutes prior to XB:00 once we were airborne. Other aircraft from another airline also took off before XB:00.


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


Synopsis: Air carrier flight crew reported the ATC Tower changed hours of operation and was closed due to COVID-19; resulting in a takeoff before curfew ended.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: clear; 10
Aircraft: Vans Aircraft Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Workload; Communication Breakdown; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On five mile called on local frequency a five mile straight in approach; also a closer final approach to landing Runway XX. Landed Runway XX and about 1/3 down [the] runway another plane; about 1;500 feet ahead coming toward me from the opposite direction; Runway XY. Both planes headed toward opposite sides of the runway. I stayed just on the blacktop and the other plane touched a little gravel before reentering the blacktop runway surface; in order to pass me. My plane is a low wing and the other was a high wing. Both planes and occupants suffered zero damage. We proceeded back to the ramp for conversation to try to learn what element had been missing; leading up to the event. We both had radio contact as we returned to the ramp. The other pilot stated they were on a standard pattern touch and go. Wind was light and variable; however it favored Runway XX only slightly; as it was a quartering headwind from the West. Either runway would have been acceptable and the other pilot elected to use the standard box pattern; Right Down wind for Runway XY given the low wind speed from his quartering West entry to final. While I elected a long straight in approach. While both approaches to landing are appropriate; my choice requires additional visual observation; which didn't mitigate the event in this instance. While the event ended without injury or damage; I continue to look for mitigation for future operations. This kind of event has never happened to me in the past and likely will not in the future but; interested in any thoughts for future education or procedures for the future safety!




Synopsis: GA Pilot reported a critical ground conflict on landing rollout with opposite direction landing. Both aircraft deviated in opposite directions to avoid a collision. Neither pilot reported hearing radio position reports.
Date: 201709
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC Overrode Automation; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after lift-off; the FO informed me something was wrong as the aircraft wanted to slowly pitch up. We accelerated and cleaned up on schedule. I then took the controls. To maintain the aircraft's vertical trajectory; a very slight forward pressure was needed on the stick. When the stick was released; we noticed that the trim wheel was very slowly rotating with a nose up trim movement and the aircraft slowly pitched up. As soon as forward pressure was placed on the side stick; the trim wheel would reverse itself and slowly trim nose down. I decided that this was not something we wanted to experiment with on our way to ZZZ1 and decided to return to ZZZ. We used an ACARS message to inform Dispatch; called Ops on the radio; I briefed the four Flight Attendants on the interphone and made a brief PA to the passengers. We decided to not engage the autopilot as the aircraft was stable even with the need for slight forward pressure on the stick. We also weren't sure what the trim situation might be when the autopilot was disengaged for landing.We asked for and flew a ten mile final as we were slightly above landing weight. On short final; our weight was still showing 171;800 pounds. I decided a slight overweight landing was a better choice than the unknowns of a night missed visual approach. I also then realized I should have declared an emergency. We had a flight control issue! However; touchdown was at less than 100 feet per minute sink rate. We taxied normally to the gate.




Synopsis: A321 Captain reported the aircraft's autotrim malfunctioned during departure. The crew elected to return to the departure airport.
Date: 202008
Local time of day: 0601-1200
Location: IND.TRACON, IN
Light: Dawn
Aircraft: Commercial Fixed Wing
Operator: Air Taxi
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class E IND
ATC / advisory: TRACON IND
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had departed from EYE flying the Mario5 Departure and had been assigned 4000 ft. I was the pilot monitoring and was working the climb checklist. While silently running the checklist; I heard my FO (First Officer) say 'Whoa!' I immediately looked up and noted that we were about 300-350 ft. above our assigned level off altitude of 4000 ft. Immediately took the controls from my FO and corrected back to our assigned altitude of 4000 ft. Leading up to the event; I had been completing the climb checklist. I noted that for some reason I had not turned off the taxi/landing lights. Therefore; I went through the checklist deliberately; to ensure I had missed nothing else. It was while doing this I was heads down; and missed the 'approaching 4;000' call out. There was not any communication from the controlling facility. There was no issuance of a number of any kind. The reminder of the flight was carried out uneventfully.I would say that it was partially my being tired from min rest. However; the reality is that I was distracted by a checklist item; which I am certain contributed to this event. Further contributing was that my FO was newer and was hand flying the aircraft.




Synopsis: Flight crew reported overshooting altitude during climb.