elihoole/asrs-aviation-reports huggingface dataset:
Date: 201402
Local time of day: 0001-0600
Location: BDL.Airport, CT
Flight conditions: VMC
Weather elements / visibility: 5
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class C BDL
ATC / advisory: TRACON BDL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: While on a visual approach with an ILS backup to Runway 06 at BDL; we had a momentary EGPWS event. The weather was VFR with 20+ miles visibility. We were approximately 5 miles from HUNEE (FAF for the ILS 06); slowing to 210 KTS on a 090 heading to intercept the localizer just outside of HUNEE. We were descending thru 2;500 FT MSL to cross HUNEE at 1;800 FT MSL. Our vertical descent rate was approximately 1;000 FT per minute. Once we received the EGPWS alert; we immediately initiated the CFIT recovery maneuver. The warning was brief and ceased as soon as we initiated the CFIT recovery maneuver. Once we completed the maneuver; we continued for an uneventful; stable; visual approach with an ILS backup to Runway 06 at BDL.


Second narrative: We were on a dogleg to final; and were cleared for the visual for Runway 06 at BDL. I was the pilot flying and had HDG hold and FLCH engaged with the autopilot. I was on heading 090 to intercept the localizer as a backup for the visual approach. We had 1;900 in the altitude window; which was the glideslope intercept altitude at the FAF (HUNEE); and were descending out of 2;500 MSL approximately 5 miles from the FAF. The aircraft was slowing to 210 KTS and we had a descent rate of approximately 1;000 FPM. We received a Sink Rate warning at this time; in which case I disconnected the autopilot and autothrottle and arrested the sink rate. After leveling off and assessing the situation; we continued the approach to an uneventful landing.


Synopsis: A B757-200 flight crew experienced a momentary EGPWS terrain warning when in a controlled descent to intercept their cleared ILS final approach.  The warning extinguished upon initiating the associated recovery maneuver and the approach continued to an uneventful landing.
Date: 201602
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Cabin Furnishing
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: End of the first meal service. I was the galley FA. I had 2 carts in the galley that I was in the process of breaking down and putting away. There were 2 inserts on each cart and about 4 inserts on the counter. We (our bodies) suddenly went down to the floor; then up in the air; then down again. There was nothing to hold on to since there aren't enough handholds in the galley. I was slammed down onto the galley floor. I felt pain in my back and I must have hit my head; because I immediately got a headache. I fell between the 2 beverage carts and then all the inserts fell down around me. I don't remember any of the inserts hitting me. Because of the back pain; I couldn't move for about a minute or two. I crawled to the middle jumpseat and strapped in. We stayed strapped in for at least 20 minutes. When it was safe to get up; we started cleaning up the mess and my coworkers made me go up to [first class] to sit down and ice my back. I took 2 [pain relievers] and iced my back for 1 hour. After an hour; I got up and continued working. My back still hurt. The pilots never called to see if anyone was hurt.TurbulenceGalley handholds not in a good locationNot enough jumpseatsNo cockpit to crew communicationAdd galley handholds near the entrance of the galley (where the curtains are; near the jumpseats).Add 2 jumpseats across from the current jumpseats at 4LR (where the 2 compartments currently are). One compartment contains oxygen that could be moved to an overhead bin and the other compartment contains 2 baby bassinets that could be moved elsewhere. If the captain is truly in command of the flight; and is responsible for the ship; crew and passengers; he should ask to be sure no one was injured.The last row of coach; row 30; in the center should be blocked for us for safety. Luckily; they were available to us on this flight and the number 3 was able to get into one and strap in during this crazy turbulence.




Synopsis: A B787-8 Flight Attendant reported suffering injuries in a turbulence event; stating there are not enough handholds in the galley area of the aircraft.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Procedure

Narrative: The incident described below is only one of an ongoing series of similar events that have occurred on the east end of the south ramp at the ZZZ. A number of these events have been reported; in detail; to the ZZZ FAA FSDO (Flight Standards District Office) without acknowledgement or resolution. The fundamental issue is the congested use of the ramp for the basing/parking of a mixture of fixed-wing and helicopter aircraft; conducting taxi/air-taxi departure and arrival operations. In the majority of cases a helicopter air-taxiing for departure or arrival surprises or startles the pilots of a fixed-wing aircraft taxiing from or onto its ramp area. Because they are technically airborne at during the reported events; the helicopter pilots are communicating on the TWR frequency while the fixed-wing pilots are using GRND Control while taxiing. In some cases; the air-taxiing helicopters; mostly passenger tour flights; have passed close to or over the fixed-wing aircraft within separation distances that create significant concern for the fixed-wing pilots.  In the one case; was taxiing my aircraft along a taxiway near my ramp when an air-taxiing tour helicopter surprised me by approaching from my right ahead of me. I had no way of knowing of its proximity until I was within 70-80 feet of it. The helicopter hesitated a moment as it approached the taxiway; then proceeded to cross over the taxiway immediately in front of my aircraft causing me to quickly stop to avoid a close encounter. I reported the event to the GRND controller. If I had been advised of the helicoper's approach by GRND Control; I would have been able to avoid being startled and having to stop quickly.




Synopsis: Flight crew reports conflicts with helicopter arrivals and departures during aircraft taxi in airport ramp area.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, CA
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: While being vectored for the RNAV XXR approach; I was instructed to descend to 6;000 feet. During the descent I got a saw a potential conflict on my ADS-B traffic display. ATC also called the traffic; but I was unable to make visual contact. The traffic was approximately 12 o'clock at 2 miles; maintaining altitude about 400 ft below us. I stopped my descent at about 6;200 feet. I still didn't have visual contact and informed ATC. The traffic began to climb directly toward us (according to the ADS-B display; which then issues a conflict alert). I took evasive action by turning right and initiating a climb.Strangely; the traffic turned in the same direction and continued to climb directly toward us. ADS-B showed 100 feet separation; directly below us. I went to a full-power climb and continued into a 360 degree turn. I informed ATC I was doing so. Thankfully the traffic broke off its turn and the conflict was resolved without incident. I never saw the traffic (and assume [they] never saw me).I resumed the approach and landed without incident. I was surprised that other than an initial traffic call; ATC provided no assistance in resolving the conflict. I believe I was in Class B airspace at the time; but did not hear the controller talking to the aircraft I was in conflict with. I'm a bit puzzled that ATC provided no assistance in the conflict resolution.From a pilot perspective; I could have taken action earlier to avoid a potential conflict. I could have asked ATC if they were talking to the other aircraft. I could have possibly looked more diligently for the other aircraft before it was in a position blocked by my own plane.The real cause was that either ATC was not talking to the conflicting aircraft (though I believe it was in class B airspace); or if a different controller than mine was; the controllers were not communicating with each other. Also; my controller didn't offer any revised vectors to avoid a conflict.




Synopsis: PA-28 pilot reported an NMAC that required significant evasive maneuvering.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class C ZZZ
Aircraft component: Fuel Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC Overrode Automation; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Throughout the flight the fuel score on the master flight plan was trending down. Approximately 1 hour into the flight we were down 1;000 lbs. on the fuel score. Winds were as forecasted. We then checked prog P2 and totalizer was 1.4 below calculated with a continuing trend down. We called the onboard mechanics up to discuss the issue. A call was also made to dispatch and maintenance control. No resolution was identified. No ICAS message had yet appeared but decided to run the 'FUEL CONFIGURATION' checklist from the QRH which led us to the 'FUEL LEAK ENGINE' checklist. Neither led to a satisfactory resolution. We discussed a pressure switch that was replaced in ZZZ with the onboard mechanic and decided to turn off the left center pump. This stopped the continuing fuel loss on the totalizer at 1.9. However with the right center pump providing fuel to the right engine we needed to keep it balanced by opening the transfer valves and turning off the left engine fuel pumps. (there was no fuel migration until this point from center to ether main tanks) After once again contacting dispatch and maintenance control with no resolution available and operating the fuel system in a non normal configuration I made the decision to return to ZZZ. The remainder of the flight continued normally and landed in ZZZ with approximately 70.0 Ibs of fuel and 2.5 low on the totalizer. I want to ad that the operating First Officer and the onboard mechanics were a tremendous help in trouble shooting and a satisfactory outcome. Also the other 2 crew members were brought into the decision making process.




Synopsis: Captain reported an air turnback after fuel score indicated a possible loss of fuel.
Date: 201408
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Reporter organization: Air Carrier
Reporter function: Relief Pilot; First Officer
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On this date I was the IRO of this flight.  I have been made aware that QRH's were for the wrong engine type.  My duties did not include preflighting the QRH's.  I do not know flight publications procedures for updating and placing publications in the aircraft.  I would recommend a review of the their procedures.  The flight was in no danger due to there being three kits on the aircraft which had AOM's; which include proper procedures for each engine type.  None of the crew had ever heard of this happening before. I believe that this may have led to complacency in checking the QRH.  I recommend different color covers to help distinguish the QRH and more vigilance by crews.




Synopsis: Air carrier First Officer is informed after the fact that he operated a flight with QRH's specific to an aircraft with a different engine type.
Date: 201407
Local time of day: 1201-1800
Location: MSY.Airport, LA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
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 MSY
ATC / advisory: Tower MSY
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: We were flying a Visual Approach to Runway 19 at MSY; New Orleans. We had a localizer only; no glideslope. The First Officer; who had just finished IOE; was flying. We were about 10 or 15 miles north of the airport; going straight in for Runway 19 on a visual approach; descending out of around 4;000 FT. The First Officer selected about 1700 FPM down on the vertical speed selector. I noticed we were going to be low and told him to shallow out the descent. He delayed; so passing through about 2;000 FT I reached up and selected myself a 100 FPM descent and told him what I was doing and that we were too low and needed to level off. Shortly after this; ATC advised we had a low altitude alert. We were at about 1;400 MSL over Lake Ponchartrain and still 5 to 10 miles out from landing. I believe we were below the Class B airspace. I advised ATC we were correcting and had leveled off. The rest of the flight and landing was uneventful.I should have monitored the descent more closely.




Synopsis: On a visual approach to Runway 19 at MSY the recently qualified First Officer of a CRJ-700 descended early and too aggressively triggering a low altitude alert from ATC.
Date: 202001
Local time of day: 0601-1200
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
ATC / advisory: Tower ZZZ
Aircraft component: Wheels/Tires/Brakes
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was acting CFI performing a training flight in pattern with a primary student. The student was the flying pilot and a touch and go was briefed for this particular landing. The touchdown would be described as a firm to hard. Upon touchdown the copilot side window opened causing a distraction during the landing rollout. While preparing for subsequent takeoff; we experienced strong vibration and loss of directional control. I took control of the aircraft and performed reject/abort. During this time I was able to quickly assess we had a tire failure. Maintaining directional control and [with] braking action limited; I slowed the aircraft to the best of my ability. The aircraft exited the paved surface and came to a stop in the grass; approximately 20 feet off the runway. No injuries were reported; no aircraft damage occurred and there was no damage to the airport property or facilities.




Synopsis: C172 Flight Instructor reported a loss of directional control on landing roll after a tire failed; possibly as a result of a hard landing.
Date: 201712
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Other Landing
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: About three miles or more out I called the runway in sight and landing. As we proceeded inbound; I felt like there wasn't enough lights on. I clicked the mic switch seven times to make sure the lights were on. I didn't see much if anything change. I was looking through the HUD at the time and I moved my head to the side to see if maybe the HUD was somehow obscuring my view of the lights. I didn't see anything different so I thought I must just not be seeing absolutely everything but believed it would be more clearly seen as we got closer. As we proceeded; in the back of my mind; I felt that I should be seeing more lighting and I tried once maybe two times more with the mic switch to see if either I had inadvertently turned the lights down low or what was going on. At the same time I am seeing the PAPI and also the blue lights of the taxiway and I am thinking I should be seeing more lights. As we came closer to what I thought was the runway; I started to pick up more of the pavement to our left then in front of us where we were lined up to land. This is happening very fast obviously and we are getting closer to where the runway should be but I am not seeing it where I think I should be. I am seeing pavement to our left and in the last moments my mind says there is pavement over there and lights on either side; go land there because you don't want to land in the dirt and you must have mistaken what you thought was where the runway was going to be and you had lined up to the right of the runway so slide a little left and land on the runway (again this is what my mind is thinking). And yes the 'runway' seemed a little smaller. Just as the main landing gear was touching the pavement my FO said 'This is the taxiway' and by that time the plane was on the ground and it made more sense to slow the plane down and assess what just happened than try to go around. We then taxied to the end of the taxiway and turned on the runway. There was no other way to turn around to go to the ramp area other than this. So we proceeded on the runway and exited; then proceeded to the ramp where we parked.




Synopsis: Q400 Captain reported mistakenly landing on the taxiway at a non-towered airport after being unable to increase the pilot controlled runway lighting.