elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Helicopter
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Cruise
Airspace: TFR ZZZ
ATC / advisory: Tower ZZZ
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I have X years of experience flying helicopters both IFR and VFR in the area.  I know the area well.  I know the rhythm of sporting TFRs and where to find the information (usually ForeFlight). Unfortunately; COVID in 2020 has effectively eliminated almost all of the normal sporting events.  I actually thought that since fans couldn't go to sporting events that there would not be any active sporting event TFR's at all since they wouldn't meet the people density standard.  Tonight; while en-route to ZZZ1 from ZZZ2; I learned that is not the case.While following my normal routing from ZZZ1 to ZZZ2 following Interstate-number Southbound and asking for a ZZZ transition over the south field to ZZZZZ; I called ZZZ Tower to ask for the transition when the Controller asked me if I knew that I was in a TFR.  I apologized and informed the Controller that I didn't and that I didn't see the TFR on my Garmin GTN nor on ForeFlight.  Another pilot chimed in on freq and also said that he didn't see the TFR.  The Controller simply said copy and gave me the transition without mentioning the issue further.I then saw that I did not have the TFR layer on my iPad (ForeFlight) turned on. As soon as I landed in ZZZ2 I turned on the layer and sure enough there was the TFR.  I must have clipped the edge of it on my track inbound just north of ZZZ.This issue really stems from unacceptable complacency to sporting event TFR's during the COVID year and also the fact that they don't populate to my Garmin GTN via XM like normal TFRs do.  I really wish they would standardize the delivery of TFRs so that we can see then across all services.Regardless; it was unacceptable to not have fully reviewed the flight path for all TFRs prior to departing ZZZ1.  ...a mistake I won't be making again.




Synopsis: Helicopter pilot reported a sporting event TFR violation.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: PA-20 Pacer/PA-22 Tri-Pacer
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Other Flight School
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Gear Up Landing; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other gear up runway contact
Result: General Evacuated

Narrative: I had left at XA:30 for a solo flight. Sky was clear; no wind. After 3 stop and go landings; I proceeded north to practice commercial maneuvers for about 45 minutes; after which I performed 3 successful short-field landing. On the fourth landing (seventh landing of the day) I entered a left downwind to practice a short-field landing.I performed the GUMPS checklist about midfield downwind. I turned a normal base to final and continued the approach at about 85 kts. I pulled power to idle at the 500 ft markers and the aircraft bounced just past the 1000 ft markers touching down on centerline. The aircraft slid smoothly across the runway; veering to the right. The aicraft came to rest on the right side of the runway. After securing the aircraft; I radioed for assistance. The landing gear lever was down after securing the aircraft. I am not sure at this point whether I reacted to the initial gear up landing by trying to place the gear lever down after I had touched down; but I do remember performing the GUMPS checklist at midfield downwind; and did not hear the gear warning horn go off prior to touchdown.




Synopsis: A PA-20 pilot landed gear up.  He is uncertain whether he reacted to the initial gear up landing by trying to place the gear lever down after (he) had touched down; but he reports having performed a landing checklist and not hearing a gear warning horn prior to touchdown.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: HS 125 Series 700
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Elevator
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departure from ZZZ Airport we experience a possible elevator control problem that made it very difficult to comply with turns; altitude and speed. We were finally able to bring the aircraft into controlled flight but not after it had incurred altitude deviation. Our maintenance is looking into the reasons for elevator trim freezing causing the aircraft to go into uncommanded attitude and making it very difficult to control. This issue has been intermittent in the past and seems to be getting worse and more often an issue. My primary objective when this took place was just to fly the aircraft. The elevator trim sometimes hang up and make the aircraft go nose low and once freed up it goes nose high and it makes it challenge to say the least for both pilots to maintain & keep control. This issue must be fixed as it effect altitude hold and command bars on MFD.




Synopsis: Pilot reported elevator control issues and an altitude deviation.
Date: 202008
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Challenger Jet Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This seems to be a lesson I keep relearning through close calls; 'Towers don't always alert you about traffic.' I had to fly through ZZZ Class D airspace. Shortly after repeating the transition approval to Tower; I 'relaxed' and started admiring the city below me and think about a recent competition while flying south bound. I was at least 4 miles east of the airport.Aircraft Y landed [later on] but it was about to make the evening news few moments before that. I estimated that we were about 3 seconds from a midair collision. What woke me up from daydreaming was the Tower calling Aircraft Y about traffic at 1 o'clock while they are on the left downwind of XX. Tower was not talking to me but I had that feeling that he was talking about me in a very calm voice. I looked up and saw an airplane getting bigger in my windshield. I immediately replied to Tower that traffic in sight and I'm descending. I must have dropped about 500 ft. Then I continued my boring flight afterwards.




Synopsis: C-150 Private Pilot reported executing a successful evasive maneuver due to an NMAC event.
Date: 201407
Local time of day: 1201-1800
Location: XNA.Airport, AR
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 10/100
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower XNA
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were taxiing to Runway 17 for takeoff. Upon informing the Control Tower we were ready; we were cleared for takeoff on Runway 17. After crossing the hold-short line for Runway 17; we heard an airliner announce he was on short final for 17. I; as pilot flying; had looked left to assure the runway was clear; and my co-pilot looked right to check for traffic on final at about the same time the airliner announced his position. I stopped our airplane crossing the hold-short line; but still well short of the runway. The Tower Controller started to tell the airliner to go-around; then told us to hold short; and the airliner was cleared to land. When the airliner was on the ground and clear of the runway we were given clearance to takeoff. There was no further conversation or mention of the incident.




Synopsis: Falcon 10 Captain reports being cleared for takeoff on Runway 17 and crossing the hold short line just as an airliner announces short final for Runway 17. The Captain quickly stops over the hold line but well short of the runway and the Tower allows the airliner to continue and land.
Date: 201404
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Cruise; Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Distraction; Communication Breakdown
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: They are using a chemical to clean the aircraft and it contains some highly strong fumes. On the flight I smelled the chemicals. Once in our destination when they emptied [the] trash; I could smell it even more because they drench the trash cans with the chemicals. During boarding I got dizzy and my vision became blurred. I talked to another flight attendant and told her. I drank some water and sat down for a minute and ate some pretzels. I became even more nauseated and started to have dry heaves and eventually vomited once in-flight. I notified my Domicile in-flight and Supervisor. I notified union and was told this is a problem and they have tried to stop it for awhile now. I am still nauseated and vomiting and dizzy with blurred vision.They are using cleaning chemicals in the oven and on galley floors and in the galleys. STOP USING THE CLEANER IN THE OVENS ESPECIALLY! PLEASE!

Callback: The reporter stated that he was the only crew member to have the symptoms. Two weeks after the event he is still off sick; experiencing headaches and nausea. He could not readily identify the odor but said at times it resembled dirty socks.



Synopsis: An A319 Lead Flight Attendant became ill from an unknown substance during preflight and subsequently in-flight was nauseous and had blurred vision. Two weeks after the event; he is still off work with symptoms.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While flying practice ILS XX into ZZZ I experienced a loss of throttle control.  This occurred when leveling off at 5;500 while being radar vectored to final approach course just outside of ZZZZZ waypoint.  I requested priority handing with Approach Control and clearance given to land Runway XX.  The engine RPM remained full power when throttle was reduced.  I climbed to gain altitude and keep RPM below redline.  Once at safe altitude and able to reach airport we begun to lean mixture to reduce RPM.  Once runway was assured and at about 200 feet AGL we pull mixture full off and preformed an engine out landing to Runway XX.  Was able to clear the runway and depart the plane.  Safety pilot Mr. X was the only other person aboard the plane.




Synopsis: Traveler AA5 pilot reported a loss of throttle lever control during a practice approach resulting in a successful engine out landing.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 30 minutes into flight we received a flap fail caution message on the EICAS. Flaps had failed at zero degrees. We ran through the appropriate QRH and Airplane Flight Manual procedures. When we contacted approach we forwarded our desire to land on the longest runway at our destination; but did not find it necessary to declare an emergency. That information was passed on to the Tower who then declared an emergency for our aircraft. The Captain performed the zero flap landing without incident. After the post flight walk around the aircraft had no signs of damage and maintenance was called.




Synopsis: A CL65 flight crew was unable to extend flaps for their approach. ATC declared an emergency for them and they landed without incident on the longest runway at their planned destination airport.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were on Short final Runway XX at ZZZ. The ATIS was reporting WINDSHEAR ADVSRY. We were experiencing a mostly steady crosswind that was decreasing in magnitude as we made our descent. I was the Pilot Flying and upon disconnecting the autopilot at 500 ft.; I immediately started to drift above glideslope. In correcting; I over compensated; resulting in GPWS Alerts 'SINK RATE' 'GLIDE SLOPE' and 'PULL UP'. By this time we were in the runway environment; with what seemed like good corrections; slightly low on glideslope over the threshold. Thinking as I entered the crosswind flare I had made good corrections; we touched down in the Touchdown Zone safely. After landing we realized we should have executed a terrain avoidance maneuver with the Pull Up Warning.I was not prepared mentally to see that Warning in that context. I was more anticipating a Windshear Alert in that scenario and was surprised at the Pull Up Warning. I hesitated and followed through with the landing when I should have executed the terrain avoidance maneuver.


Second narrative: FO (First Officer) received a glideslope and Sink Rate Caution on final during a turbulent visual approach. As he was positively correcting; I saw a 'PULL UP' flash in the HGS; and then it was gone. I was waiting for the aural pull up cue; but it never came. I allowed the approach to continue because he was actively correcting the sink rate; and since there was no audio Pull Up Warning; I thought it was a momentary fluke of the system.After debriefing it; we decided on this report: Were we right in continuing; because there was no audible Pull Up Warning? We are not sure.


Synopsis: Air carrier Flight Crew reported GPWS warning on approach to landing.
Date: 201706
Local time of day: 0001-0600
Location: EISN.ARTCC, FO
Flight conditions: VMC
Light: Dawn
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A EISN
ATC / advisory: Center EISN
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: At FL340; in radar contact with Shannon; another aircraft was in radar also 10 miles North of us at FL370. Shannon asked if we could climb to FL380. We were able and told Shannon so. Shannon responded with maintain FL380. My First Officer responded 'climb and maintain FL380.' I started a climb and as we passed FL345 Shannon asked if we were climbing saying we had no clearance; but in the same transmission said climb and maintain FL380 there was no conflict. We continued the climb to FL380. The remainder of the flight was normal.


Second narrative: Upon return from my rest break; approximative 1 hour before landing; I was told by the Captain that while in Shannon Center sector; under radar contact from Shannon ATC; was a radio communication misunderstanding between the flying crew and the ATC controller about an altitude clearance; misunderstanding solved without any further issues.


Synopsis: Air carrier flight crew reported climbing without a clearance.
Date: 202001
Local time of day: 0001-0600
Location: BIL.TRACON, MT
Flight conditions: VMC
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON BIL
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Human-Machine Interface; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Aircraft

Narrative: In cruise flight with the autopilot engaged GPS 1 and 2 displayed messages they had lost integrity and were no longer providing navigation. I immediately disengaged the autopilot and switched to VLOC navigation direct to BIL Vortac. The First Officer pulled out the Low Enroute chart to determine the nearest victor airway to navigate to. Within a few minutes both GPS units were receiving signals and were navigating accurately. I notified ATC of the issue and they acknowledged it and advised us to report any additional issues. We continued the flight and landed without incident and wrote up the aircraft.




Synopsis: Cessna pilots reported both of their GPS's failed temporarily.