elihoole/asrs-aviation-reports huggingface dataset:
Date: 201709
Local time of day: 1201-1800
Location: RJJJ.ARTCC, FO
Flight conditions: Mixed
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center RJJJ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction
Second reporter function: Relief Pilot; Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Aircraft was being flown by the First Officer (FO) with the International Reserve Officer (IRO) in left seat. I; the Captain; was sleeping in the bunk. I woke up when I felt some bumps than went back to sleep. Upon return to the Flight Deck the crew informed me of the Moderate Turbulence and 10 seconds of Severe Turbulence. They considered the Turbulence Sever due to the abrupt change in altitude. A drop of 100 feet than a climb of 400 feet which resulted in a Caution and Altitude Alert due to the plane climbing to 38;300 feet. The autopilot remained engaged and the aircraft returned to 38;000 within seconds. The crew informed Fukuoka Control which begin advising other traffic. Dispatch was notified and an entry was made in the logbook. I followed up with maintenance on the ground in HKG.


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


Synopsis: Air carrier flight crew reported experiencing severe turbulence which caused momentary excursions from their assigned altitude.
Date: 201703
Local time of day: 0601-1200
Location: BHM.Tower, AL
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground BHM
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X landed Runway 24 and exited at Taxiway Alpha 2. Taxi instructions were given to the Terminal ramp via taxiway Alpha. Vehicle 1 and Company (3 trucks total) were operating to the left of taxiway Alpha (from the perspective of Aircraft X) and southwest of Alpha 3. A cautionary advisory was given to Aircraft X and it was acknowledged by the pilot. Vehicle 1 and Company in an attempt to be proactive said that they'll give way to the aircraft and 'cross Taxiway Alpha' as the three trucks began crossing Alpha without controller approval. Aircraft X was forced to brake and come to a complete stop.Vehicles should ask for ATC approval before executing any operation on the movement area.




Synopsis: BHM Tower Controller observed vehicles entering a taxiway without approval causing an aircraft to suddenly stop.
Date: 202010
Local time of day: 0001-0600
Flight conditions: Mixed
Weather elements / visibility: Clear with foggy horizon
Aircraft: UAV - Unpiloted Aerial Vehicle
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: I'm not trained to do anything; just saw a strange object floating but it looked like it was lacking balance as it was swinging badly. I don't know how or where to report such incident so I came here.




Synopsis: Tower controller reported sight of a possible UAV.
Date: 201911
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Human-Machine Interface; Time Pressure; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel; Person Dispatch; Person Other Person
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was assigned Flight XXX leaving out of Gate X. Cargo mistakenly labeled a human remains as hazard material containing dry ice resulting in confusion during loading of the flight; inability to close the flight; long delay of Flight XXX and bringing of the flight back to the gate to off load the mislabel item . Also; the new hire did not stack the mail close enough leaving a lot of space causing shortage of space to load the bags that I have to go in to the pit to re arrange resulting in more delay of the flight. As a result; flight was over the limit by the time am ready to close it even though it wasn't showing on the scanner when I was loading.




Synopsis: Airline ramp personnel reported aircraft ground return to remove mislabeled dangerous goods and correct cargo loading procedural errors.
Date: 201807
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
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 Commercial
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: A student pilot was flying a soft field takeoff. With the yoke pulled back and ailerons into the wind we applied power. We lifted off about 40 kts and even with crosswind correction we were pushed left very quickly. My student started to freak out. I was on the controls the entire time and called 'my controls.' He fought me for a moment and then gave me the controls. We stabilized the crosswind drift; but our main gear struck a taxiway exit sign which caused us to come to the ground and prop strike. We came to rest on the taxiway. No injuries from either pilot.




Synopsis: C172 instructor pilot reported a loss of control by a student pilot in crosswind conditions that resulted in a runway excursion and prop strike.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Troubleshooting; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [Our] left engine compressor stalled on takeoff between V1 and rotation. Captain flying; I was pilot not flying. Captain continued the takeoff. During each compressor stall; the aircraft would lose the knots (approximately 3) gained since the last compressor stall. Captain directed the stalling engine be pulled back to eliminate the compressor stalls. At approximately 80% N1; the compressor stalls ceased and the aircraft accelerated to takeoff. Emergency declared with Tower and appropriate QRH procedures applied. Engine left at 80% until less was required for descent to landing. [We flew a] 10 NM final flown to uneventful landing on the runway. [We] stopped on the runway for emergency equipment response; hot brakes due to landing at 141.4K. Airfied Rescue and Fire Fighters placed fans on brakes. Captain informed #1 tire was shredded but holding pressure. Captain did not want to taxi on shredded tire. Company response requested. After brakes cooled and extended delay in Company response; Captain inquired further about tire. Captain informed by ground personnel that tire was acceptable to clear the runway. Aircraft taxied clear of the runway to disembark the passengers and crew. After leaving the aircraft; the Captain and First Officer could see that the tire was not shredded but had thrown the cap which evidently had gone into the left engine. Aircraft turned over to Maintenance.




Synopsis: A MD-80 #1 tire shredded between V1 and rotation causing compressor stalls so an emergency was declared and the aircraft returned to land overweight. The aircraft developed hot brakes which were cooled on the runway.
Date: 201503
Local time of day: 0601-1200
Location: EGLL.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower EGLL
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: While on final approach to runway 27L at EGLL; ATC assigned us a speed of 160 knots until reaching a distance of 4nm from the runway. Unfortunately; I didn't hear the speed assignment. I started to slow prior to reaching the 4 nm point. Prior to turning on final; we had an auto throttle failure. The failure happened during the descent on base leg. We made two attempts to re-engage the auto throttles but we were unable to recover the system. When we turned and intercepted the localizer and were cleared for the approach; it was obvious we were gaining on the heavy traffic in front of us. We were 3.5 nm behind the heavy and picking up wake turbulence. I speculate this is when we were given the speed restriction. While clearing the runway; ATC asked why we started to slow to our final approach speed early. We told the tower we started slowing because we were picking up turbulence from the heavy aircraft in from of us.  I believe I missed the speed restriction because of three distractions in the cockpit. Auto throttle failure; wake turbulence and a loss of separation behind the heavy aircraft. When I heard the approach clearance; I assumed responsibility for wake turbulence separation. I was aware of the [policy] pertaining to expected speed restrictions on final. When I saw the loss of separation; we should have queried ATC about any speed restrictions.




Synopsis: B767 reported encountering wake turbulence in trail of a heavy jet on approach to EGLL. Reporter stated he missed a speed restriction because of distractions; and wanted to slow because of the wake turbulence.
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Aeronca Champion
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a flight for personal enjoyment in above listed aircraft; a failure of the rear seat control stick attachment point was experienced. The aircraft was kept in positive control throughout the flight and safely landed by the front seat pilot at the departure airport. At a later date; it became apparent via studying the regulations that this failure should have required an immediate notification under 49 CFR 830.5. Unfortunately; this was realized too late to comply with the regulation. Immediately upon recognizing the mistake; I placed a call to the NTSB ROC and reported the incident.This error was due to a lack of use of this particular regulation. I have immediately begun to study and review all aviation related regulations and guidelines provided in the FAR/AIM. Additionally; I have initiated an on-going personal study program to make sure that I maintain the highest level of knowledge and professionalism as it relates to federal regulations; regardless of the frequency of their application.




Synopsis: The pilot of the Aeronca 7AC had the rear seat control stick attachment fail; but the pilot in the front seat was able to land safely.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was PIC and the only person on board. On my turn from downwind to final I noticed my airspeed was at 60 so I took action to increase my air speed in the course of doing this I found that when I turned to final for Runway XX at ZZZ I was too high. I put the aircraft into a slip to get down. When I rounded out of the slip I was over the runway numbers and doing 79 knots. I should have gone around but instead made the bad decision to try to try to force the plane onto the runway. When I touched down before the mid way point of the runway I was still too fast and locked up the breaks. This resulted a sideways skid into the grass on the left side of the runway. I went 30 feet into the grass.  There was no damage to the airplane or injury to me. I taxied back to the hanger for inspection. Maintenance confirmed no damage. Looking back now I should have just gone around after I was not happy with my downwind to base turn.




Synopsis: GA pilot reported aircraft was too high but instead of going around; reporter decided to land aircraft resulting in a runway excursion.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: B737-800
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was working an A320 a departure off of Runway XX and RADAR identified the aircraft and climbed to 15;000 MSL. Pilot reached 3;000 MSL and advised that he wanted to level off. Asked if he needed assistance and he said no that they were checking a landing gear problem. I then asked if he could accept a climb to 5;000 MSL for MVA and airspace integrity. He said that he could climb. After a few seconds he advised that he wanted to return to [the airport]. My Coordinator was listening to the frequency and started to coordinate his return to the airport. We were in a southeast configuration so the best path to return to the airport was not clear but I turned aircraft back to the airport on a heading of 310. Then the A320 advised that he needed to return to the airport immediately and get down. I asked the A320 if he had the airport in sight; and he confirmed that he did. My Coordinator had already advised the surrounding sectors of the emergency and they cancelled approaches and emptied the final because we were going to be opposite direction. I cleared the A320 for the visual approach to Runway 29. He acknowledged the clearance and advised that he needed to make a maneuver to stabilize the aircraft. I then noticed a target coming off of the airport. The Tower was unable to stop the departure of a B737. I needed communications with that aircraft to move him out of the way. My Coordinator was on the line with the Tower trying to get communications and also issue the heading that I wanted him on of 090 which would have pulled the B737 away from the emergency aircraft. I was delayed in receiving the B737 but I radar identified him and immediately turned him to heading 070 with an expedited climb to 15;000 MSL and called the traffic. The B737 reported the A320 in sight; but standard separation was already lost. This was an emergency situation that escalated quickly. I do not know how the situation could have been prevented or handled differently.




Synopsis: TRACON Controller described an emergency event when a departure requested an immediate return to the airport opposite direct to the flow of traffic; the Tower then released an opposite direction aircraft.
Date: 201712
Local time of day: 0601-1200
Location: DAL.Airport, TX
Flight conditions: IMC
Weather elements / visibility: 1
Light: Dawn
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DAL
ATC / advisory: Tower DAL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Equipment / Tooling; Airport
Primary problem: Equipment / Tooling

Narrative: We shot an ILS Approach to 31R at DAL down to 100 ft above mins. When we broke out we were 100 ft left of the runway. We were coupled until minimums and everything was lined up. I piloted over to land under visual conditions. Fix the ILS critical area.

Callback: The reporter stated that they broke out about 350 ft above the runway and about 100 ft to the left of the centerline. The reporter stated they just maneuvered over and made an uneventful landing. The reporter also stated they discussed this with the tower and surmised the issue may have been caused by all the flights in line to land and/or the construction taking place in that area of the airport. The reporter stated that they flew the aircraft all day long and never had a problem; just this one incident. The reporter stated that the weather was awful (cloudy; rainy and foggy) with everything combined may have contributed to the confusion.



Synopsis: Air carrier Captain reported being 100 ft left of the runway when breaking out of the clouds on a DAL Runway 31R ILS Approach.
Date: 201303
Local time of day: 1201-1800
Location: ORD.Airport, IL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: On approach for landing Runway 28 at ORD during initial contact with Tower; we were informed of traffic 1 o'clock; VFR helicopter north of runway center line. Configured for landing prior to 1;000 FT AGL at approximately 1;200 FT we received an RA - 'Climb; Climb'. I was already manually flying; so I added power and started to climb; made a quick look out and saw a helicopter; to our right; at our altitude; reverse direction; go by at an uncomfortably close proximity to our aircraft. TCAS announced 'Clear of conflict' simultaneously. We informed Tower of the RA and continued the approach to landing. As the 1;000 FT stabilized approach criteria had not been exceeded and the climb command was over immediately; we continued the approach and landed. I asked Tower for a phone number after clearing the runway. Suggestions; I spoke to Tower Supervisor; he informed me of a VFR procedure for helicopters to exit the airspace east between Runway 28 and Runway 27L. He also said it was not unusual for aircraft on approach to receive an RA while on approach while the helicopter exits the airdrome. I find this an unacceptable procedure for aircraft to have to respond to an RA in this phase of flight. More importantly; this helicopter was way too close to my aircraft. I believe we were lucky as I am not confidant this helicopter had visual with my aircraft or it wouldn't be so close with out evasive maneuvers. These procedures deserve review and scrutiny. This is a near-miss incident in my opinion.




Synopsis: Air Carrier landing Runway 28 at ORD described a TCAS RA event with a helicopter; ATC stating the helicopter was departing via a VFR procedure which did at times result in a RA with landing traffic.