elihoole/asrs-aviation-reports huggingface dataset:
Date: 201307
Local time of day: 0601-1200
Location: RSW.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower RSW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing; pitch seemed normal; less than 9 degrees. Felt wheels make contact with runway then felt a bump and I stated to the F/O we must have hit something. I held the nose off of the runway for a smooth nose wheel touchdown. Leaving [the] runway; I called for flaps up and taxied to the gate. Flight Attendant position C told me that a passenger heard a metal sound upon landing. Upon the walk around; I found damage to the bottom of the aircraft; forward of the tail skid. The tail skid was not damaged at all. I wrote in the aircraft logbook that we experienced a tail strike. I contacted Dispatch and Maintenance and informed them of the damage. I then contacted the Chief Pilot's office and reported the event.


Second narrative: [Narrative 2 had no additional information]


Synopsis: B737 flight crew reported they experienced a tail strike during what seemed to be a normal landing.
Date: 202107
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: HS 125 Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; 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 Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise flight at Flight Level 380 the amber Hydraulic Overheat annunciator illuminated; the check list was performed for the corresponding annunciator which indicated no action in flight. Shortly afterward the Amber Hydraulic Low Pressure for the right engine illuminated and the Amber Hydraulic Overheat extinguished. It was also noted that the right engine vibrated briefly when the annunciator illuminated. The checklist for the Amber Right Hydraulic Low Pressure annunciator was performed which indicated no inflight action required unless hydraulics fell in which case flight would have to continue at a lower altitude (FL350 or lower) due to concerns for emergency descents. Due to the rapid occurrence of the two annunciators the decision was made to divert to ZZZ out of an abundance of caution.We landed safely without further issues and Maintenance was sought.The Right Engine Hydraulic pump had failed.




Synopsis: HS 125 Captain reported diverting after a hydraulic system overheat annunciator illuminated during cruise.
Date: 201403
Local time of day: 0601-1200
Flight conditions: IMC
Weather elements / visibility: Icing
Aircraft: Cessna Stationair/Turbo Stationair 7/8
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Aircraft component: Aerofoil Ice System
Component problem: Design
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: While enroute encountered light ice. Turned on new TKS fluid anti ice system. Noticed subtle odor in cockpit. 20 minutes later pilot had headache. Pilot put on full face oxygen mask to complete flight. Upon landing pilot noticed hands and manuals were sticky. Headache disappeared one hour after exiting aircraft. Aircraft cockpit was later wiped down with new white cloth. Cloth showed significant residue on entire new cockpit panel. Symptoms matched TKS fluid exposure on MSDS data.




Synopsis: A C208 pilot activated the TKS anti-ice system during light icing inflight and donned his oxygen mask after detecting a subtle odor and developing a headache. During post flight a clean cloth cockpit wipe down revealed a significant residue.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Elevator
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: While climbing through approx. 12;000 feet we were asked to accelerate to greater than 320 KTS for following traffic. Established on assigned speed and climbing a small vibration could be felt throughout the aircraft. As we climbed this vibration steadily grew. Having had Elevator Servo problems in the past; it felt familiar and we did a little trouble shooting as we climbed. We tried different speeds; both slower and faster. We tried putting a small load on the aircraft by increasing our rate of climb and decreasing it as well. Nothing we did seemed to slow the crescendo of this vibration. The intensity of the vibration grew to the point that the face of my [tablet] was blurry from vibration. The vibration seemed to be emanating from the tail and not related to any engine function. I contacted Maintenance through the cockpit phone and after a very short conversation it was told to us that the 'aircraft had a history and their recommendation would be to return to PHX.' We agreed with their recommendation entirely.We informed ATC of a precautionary landing and also the flight attendants. A normal approach and landing was made.




Synopsis: An A319 Captain returned to the departure airport after a significant vibration developed which seemed to emanate from the tail area. The aircraft had a history of these vibrations.
Date: 201807
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: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through 5;000 feet we heard a boom; felt the aircraft yaw; and experienced auto pilot disconnect. Engine 2 EGT (Exhaust Gas Temperature) was in excess of 900 C. We were unable to reduce Engine 2 EGT with the thrust lever so we shut the engine down.Approach provided vectors for a return to Runway XXR (Visual Approach) normal landing. After the aircraft was stopped on the runway emergency equipment inspected the aircraft for damage and none was observed.




Synopsis: A321 First Officer reported shutting engine 2 down while in climb due to excessive EGT; resulting in them returning to their departure airport.
Date: 201910
Local time of day: 1201-1800
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class B CLT
ATC / advisory: Tower CLT
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Equipment / Tooling; Airport
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: CLT Tower told us to 'Line up and wait Runway 36R; caution wake turbulence for departing Airbus A320 and there is landing traffic on an 8 mile final.' The Pilot not flying acknowledged and responded to ATC appropriately. While taxiing onto the runway we heard ATC tell the departing aircraft to 'Contact departure' shortly after hearing that transmission I aligned the aircraft for departure on the runway threshold markings. After stopping on the runway we could no longer hear any transmissions on the frequency. We attempted to contact Tower multiple times and eventually we heard them on guard frequency 121.5. Tower cleared us for takeoff or to get off the runway. We departed and once moving off the threshold markings we could then hear Tower on 118.1. We feel that area of the runway may be a dead zone for smaller aircraft.




Synopsis: Pilot reported a possible signal reception issue that resulted in them being unable to communicate with ATC while lined up on the runway.
Date: 201302
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Weather elements / visibility: Turbulence; Haze / Smoke; Cloudy; 10
Light: Daylight
Aircraft: PA-38 Tomahawk
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E SCT
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were flying from Fresno to Van Nuys. While flying in the San Joaquin Valley we encountered numerous ceilings and clouds and tried climbing above them two times only to descend later. When we were south of Bakersfield; we tried climbing to 9;500 FT. While the visibility was great; there was an overcast layer in all directions; so I decided we should turn back; descend to 5;500 FT; and continue VFR at that altitude while following I-5 through the Tejon Pass.As we got closer to the mountains; the clouds became lower. I then descended to 5;000 FT. We were able to stay out of the clouds and visibility was adequate; but the proximity to terrain did not seem very safe. I decided to continue on and came close to turning us back around to cancel the flight momentarily. However; after a few miles; the weather became incredibly better and we were able to climb higher and land at Van Nuys without issue.This event was very alarming because I really underestimated the height of the clouds and how low we would be while flying over the Tejon Pass - I think 5;500 FT MSL would be barely safe while flying over the pass; but flying 5;000 FT MSL is too low; especially in those weather conditions. I will not attempt to ever fly over that pass again lower than 5;500 FT when VFR.




Synopsis: An instrument rated flight instructor aboard a PA-38 enroute between FAT and VNY attempted to fly below the overcast through Tejon Pass and got uncomfortably close to the ground before the ceiling lifted allowing a climb to a safer altitude.
Date: 201504
Local time of day: 0601-1200
Location: LAS.Airport, NV
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E L30
ATC / advisory: TRACON L30
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were cleared to descend to 11;000 feet on the LAS SUNST3 arrival.  During the descent; we received a traffic warning and RA as another aircraft was given an unrestricted climb to FL190 on the LAS SHEAD8 departure; which deviated from the published speeds and altitudes.  We were descending through 2;500 feet when we got the alert.  The traffic was close enough for me to identify that it was another EMB175.  The First Officer took evasive action and followed flight director guidance and adjusted vertical speed to avoid collision.  This was a result of ATC issuing a clearance that deviated from published altitudes and speeds; which in turn caused the RA.  Had the departure been flown as published we would have crossed with 2000 feet clearance of the other aircraft.  Instead; we were descending at 1500fpm as another aircraft with an unrestricted climb; was climbing at approximately 3000fpm giving a 4500fpm closure rate; which caused the RA.  The RA was reported to ATC.  We landed without incident.




Synopsis: An EMB-175 Captain on descent into LAS reported a conflict with another EMB-175 who was departing LAS. The reporter stated he believed the ATC clearance precipitated the event.
Date: 202101
Local time of day: 1801-2400
Location: HOU.Airport, TX
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B HOU
ATC / advisory: Tower HOU
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: The last two times flying through HOU; both Ground Control and Tower Control have been combined into one frequency and consequently one Controller. During both of those flights; upon being cleared for takeoff; the Tower Controller was also coordinating pushback clearances and ground taxi instructions. Predictably; multiple aircraft called for pushback during our takeoff roll; all while 'stepping on each other' and blocking the frequency. As we were rotating; other aircraft were [sending unnecessary messages] (Why not get a full route clearance on Tower while we're at it?!).All these distracting radio events: the blocked transmissions; frivolous radio calls and non-runway-pertinent radio chatter; compromised the safe execution of what is arguably the highest risk portion of any flight; the takeoff. In this scenario; ATC was juggling pushbacks; ground taxiing aircraft; and most crucially aircraft taking off while loaded with humans and fuel. Worse yet; aircraft on takeoff were hearing it. Pilots' ears are trained to be listening for certain things at certain stages of the flight. Hearing pushback calls; blocked radios and the like on takeoff is nothing but a potentially dangerous distraction to the pilots.




Synopsis: Air carrier Captain reported an unsafe environment at HOU with the Ground and Local Control positions being combined into one frequency.
Date: 201409
Local time of day: 1801-2400
Location: SAN.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SAN
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Chart Or Publication; Airport; Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: We were arriving from the North and were cleared for a Visual Approach to Runway 27 at San Diego Lindbergh International (KSAN). We executed a right hand traffic pattern and turned Final approximately seven miles from the runway threshold. We conducted the Visual Approach; backed up with the Localizer for Runway 27. The approach was stabilized; and the landing was normal. Several days after this flight; I had a general conversation with a colleague regarding inadvertent descents below the floor of Class B (violation of 14 CFR 91.131(a)(2)). I looked at our flight path for this flight using www.flightaware.com and believe that although we maintained altitude at or above published altitudes for the Localizer approach; I suspect we may have momentarily descended below the 4;800 MSL floor of Class B airspace while conducting the Visual Approach; specifically during the Right Downwind / Right Downwind to Right Base portions of the Visual Approach.A review of the KSAN class B airspace will show that a normal Right Downwind leg (North of the MZB 084 radial) must be flown at or above 4;800 MSL in order to remain above the floor of class B airspace. This is an unusually high altitude to fly a Downwind leg if planning to fly a normal Visual Approach. My understanding is that this is a known issue and the KSAN class B airspace is in the process of being re-designed in order to better accommodate normal right hand traffic pattern Visual Approaches to Runway 27 at KSAN.After looking at the flight paths of several flights arriving KSAN from the North; I believe inadvertent descents below the 4;800 MSL sector of the KSAN class B is a relatively common occurrence. I suggest either a Flight Operations Bulletin or otherwise a NOTE on the plate alerting flight crews to this issue; at least until the KSAN class B airspace re-design has been completed.




Synopsis: A First Officer expressed concern regarding SAN traffic pattern when flying a Visual Approach to Runway 27. The Downwind leg descends below the floor of the SAN Class B (4;800 feet MSL); where it abuts the MYF and SEE Class D associated quadrants; north of the MZB 084 Radial.
Date: 201605
Location: ZZZ.TRACON, US
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: Climb
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While climbing out on the departure at approximately 13;500 feet and at 310 KIAS; we experienced a bird strike on the radome aircraft left. The remains of the bird covered the L1 window making it nearly impossible to see through. I was the Pilot Flying (PF) and transferred control to the First Officer (FO). We diverted back [to departure airport]. Operations were normal.


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


Synopsis: Air carrier operation during climb experienced a major bird strike resulting in obscuration of Captain's windshield. First Officer flew remainder of flight back to airport of origin.
Date: 201405
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Company Policy

Narrative: 1L door closed by agent with majority of overhead bins open; agent closed door prematurely because of intense pressure by management for on time performance. This creates undue stress (they are all afraid of losing their jobs if they have 3 late departures) and causes them to rush through important steps. I told Captain that I was going to open the door to inform agent that bins were not closed. I immediately realized this was not a permitted action and could pose a safety risk. Take away the pressure from agents! Slow down. Realize that our employees are not machines. Flight Attendant 1 opened door with permission of Captain to inform agent that bins were not closed.




Synopsis: B737-800 Purser reports Gate Agent closing the main cabin door before the doors on the overhead bins have been closed; in order to have an on time departure.