elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Training / Qualification; Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Company Policy; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: Flew ILS 24R at LAX. ATC leveled us off at 6;000 FT MSL for traffic with speed at 210 KIAS for about 5 miles. This caused a rushed approach and landing; where we broke out at approx 1;500 FT. To get down we had to accelerate rapidly to be within parameters and turned off automation. At one point we discussed going around but all deviations were corrected or pointed out. I elected to land 30 flaps in lieu of 40 flaps as briefed since we were stabilized at that flap setting (30) and would not have been stabilized at 1;000 FT in landing configuration if we had selected flaps 40. We had to use drag devices; flaps and gear to get down on the entire approach at their upper limits vs. the lower limits.In retrospect; I wish that I had asked for a 360 turn or a breakout/rerun to slow things down. I allowed ATC to put me into a situation where I thought I could recover and still maintain all SOPs. In the future I now have some parameters outside the final approach fix to draw upon where I will say unable request 360 or vectors for new approach.




Synopsis: ATC leveled a B737-800 at 6;000 FT for traffic and once cleared for the ILS 24R the crew was rushed for the approach and landing preparation after become VMC at about 1;500 FT.
Date: 201906
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Event was while in cruise flight. We were level at FL410 when we asked ATC for clearance to FL430 due to weather in front of us. While reaching FL430; noticed my ears popping. Immediately saw cabin was climbing. Checked pressurization panel and everything was set up correctly. Asked for altitude lower than FL410 while running checklist but unable to maintain pressurization as cabin kept climbing. Kept requesting lower. Emergency checklist popped up on EICAS screen and started running this emergency checklist when we smelled a very strong burning odor. First Officer checked in the back for potential fire; and no issues found. Looked at the bleed panel and left bleed showing 0 PSI. [Advised ATC] for loss of pressurization and requested 10;000 feet. ATC had a hard time hearing us as we were both on O2 masks at this time. Another plane relayed message and we were granted lower descent. Left Bleed Valve circuit breaker found popped. Diverted to ZZZ1. Passengers were not happy; but safety first!


Second narrative: Cruising at FL430 loss of pressurization checklist popped up on the PFD and we smelled something burning. We notified ATC and started a descent. I went to the back to check and see if anything was being used in the galley; nothing. Ran the loss of pressurization checklist but the cabin was still climbing. Cabin stopped climbing on descent through FL180 and started to stabilize. We noticed that there was no bleed air on the left engine and the left bleed air breaker popped. We made the decision to divert to ZZZ1.


Synopsis: Gulfstream IV flight crew reported loss of cabin pressure and having to divert.
Date: 201205
Local time of day: 0001-0600
Location: ANC.Airport, AK
Aircraft: Skywagon 185
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Taxi
ATC / advisory: Tower ANC
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was training a CPCIT on Local with Lake Hood combined. The Cessna called and said that he hadn't started yet; and he had the Lake Hood ATIS and he was requesting to taxi via the slow canal for a west departure. I didn't hear the pilot say his position. My trainee advised the pilot to 'advise ready west'. The pilot acknowledged. A Taylorcraft called and my trainee cleared the Taylorcraft to land on the west water lane. We didn't see the Cessna; so we assumed that he was still starting his engines in one of the canals. My trainee attempted to reach the Cessna several times with no response. Then we observed an aircraft enter the west water lane. The Taylorcraft had already landed in the west water lane and was sliding out when the Cessna entered the water lane. The Taylorcraft had the Cessna in sight and was able to stop. My trainee never told the Cessna to cross the east/west water lane. The pilot did not acknowledge subsequent calls several minutes after initial contact. The pilot did not respond to other calls and only contacted us when he was ready to depart several minutes later. Recommendation; this is the start of the float plane season. I believe that this was an unfamiliar pilot. I missed hearing the initial position call and I had every reason to believe that the aircraft was in one of the fingers; starting his engines and was going to taxi via the slow canal for a west. The Taylorcraft had already landed when the aircraft floated into the water lane. Due to the flight characteristics of float planes; I didn't see that these two aircraft would ever hit each other. I realize that I needed to verify the aircraft's position; but since my trainee never told the pilot to cross a water lane; I assumed that he wouldn't enter a water lane.




Synopsis: ANC Controller providing OJT described an unsafe event when traffic utilizing the water lanes was not positively separated.
Date: 201410
Location: EGLL.Airport, FO
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON EGTT
Aircraft component: PFD
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Relief Pilot; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: Everything was normal until on climb out we were struck by lightning while flying through a small rain shower.  None of the crew; myself included; thought the rain shower posed any threat to the aircraft and we were all surprised when it happened.  Of the 4 main display panels 3 of them went blank.  We leveled off at 6000 feet and evaluated the situation.  I was the second IRO so from my seat I couldn't see the one remaining panel very well.  I was told later that the panel had not auto switched into a combined mode and the captain had to manually switch to INBD DU in order to restore his attitude display.  We looked at the checklists that were presented and there was none about restoring a lost display.  I looked through my iPad to see if the manual had a checklist for a lost display and couldn't find one.  The captain had us use the Loss of All Displays checklist to see if that would be of some use since it was the closest we could find.  That checklist had us reset the L CCR which caused a loss of the lower display unit for around 40 seconds and did not restore the left display panels.  At that point the decision was made to return.  We climbed to 9000 feet and I was tasked with running the fuel jettison checklist with the Captain. The 'fuel to remain' was blank so we watched it manually and turned it off at the correct time.  The rest of the flight was uneventful.  Surprisingly the aircraft even showed LAND 3 on final approach as if nothing was wrong.  Crew worked exceptionally well together.




Synopsis: First Officer reports being struck by lightning during initial climb; resulting in three of the four main display panels going blank. Attempts to restore the lost panels are not successful and the flight returns to the departure airport after dumping fuel.
Date: 201508
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent; Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Aircraft component: Tablet
Component problem: Design; Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During very busy traffic saturated I failed to comply with assigned speed during approach phase into EWR. ATC assigned 180 KTS. I was doing 240 KIAS and set an initial power setting and slowed. It was at this time the pilot side [tablet] shutdown due to overheating. I surmised it was due to the being in direct sunlight. I switched with the copilots and that failed soon after due to being in sunlight. ATC requested say speed which I responded '167 KTS increasing to 180.' After a few minutes the other [tablet] cooled and was serviceable if I held out of sunlight so I switched a several times to reference approach plate. Very distracting!!The overheating [tablet] problem has occurred now for the second time. We are going back to printed charts.




Synopsis: A solo corporate jet pilot's tablet overheated in the sunlight during vectors to EWR. He switched tablets but it too overheated. During this time he was slowing to comply with an ATC request. Finally; the initial tablet became operational and remained out of sunlight.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Window
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On final approach and after deploying final flaps to land a loud noise was heard. No adverse affect was noticed in handling of aircraft and no sign of obvious problems. Continued to land normally and cleared runway to ramp. Upon exiting aircraft it was observed that the cargo door window had left the aircraft and upon doing so had began to remove some sheet metal from the aircraft frame. Reported same to owner and maintenance. No sign of or recovery of the window as of this reporting.No injuries or other damage was noted.




Synopsis: Pilot reported a cargo door failure during approach to land.
Date: 201302
Local time of day: 1201-1800
Location: RDU.Airport, NC
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class C RDU
ATC / advisory: TRACON RDU
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: There was no violation that I know of; but I wanted to make the company aware of a problem in regard to RNAV arrivals and departures. We were on the KAROO one RNAV arrival into RDU with a northeast transition for Runway 5R. The routing information at the end of the arrival says to specifically fly a track of 232 after passing TOYER intersection. It doesn't say to fly a heading but to fly a specific outbound course to nowhere. The problem is that when we pass TOYER we received the caution message Lateral Mode Off and the airplane reverts to ROLL mode. Fortunately just before reaching that fix I asked for a heading as I have seen this very recently with any RNAV arrival or departure that specifies to fly a course after a particular fix rather than a heading. Specifically I saw this happen out of LGA also but again I had asked for a heading. Coming into RDU I wanted to test and see if the problem would happen again so I asked for a heading after TOYER and remained in LNAV mode until just passing the fix when we received the caution message and roll mode. Let me explain exactly how I had the arrival and approach setup in the FMS. On the arrival page we had selected: RW05R ILS HPW.KAROO1 On the flight plan page it looked like this after the STINT intersection on the arrival: 233 degrees to TOYER after TOYER it says to fly 232 degrees or as assigned followed by a discontinuity message prior to starting actual approach. Like I said I asked for a heading from ATC to head off the problem which he gave me a heading of 230 degrees. After a minute or two though the Controller then asked why we had asked for a heading if we were supposed to be on the RNAV arrival. I just let him know that we were on the RNAV arrival and that we had a conflict and requested a heading. Please look into this as either I am doing something wrong or our aircraft are unable to fly RNAV arrivals and departures that end with flying a course to nowhere instead of a heading. Fortunately there was no pilot deviation that I know of; but I am trying to stop a problem before it does cause a deviation.




Synopsis: EMB145 Captain believes his aircraft is not correctly flying a 'track' after the last fix on an RNAV arrival. In this case the KAROO 1 RNAV arrival to RDU.
Date: 201502
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: M-20 F Executive 21
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During preparation for landing the landing gear warning indicated landing gear did not extend. Attempted to reset land gear breaker and re-extend landing gear three times before climbing 3;000 feet to gain altitude before making more attempts at extending landing gear. Made 10+ attempts to extend landing gear before attempting to manually extend landing gear.  During attempt to extend landing gear manually the handle was nearly unmovable. After only turning the manual gear extension handle 4 or 5 times before manual handle would not turn further I contacted Approach to notify it of the gear problem and requested permission a fly over and visual inspection of the landing gear. Enroute I further attempted to manually extend the gear and the manual gear extension handle broke off. During fly over emergency personnel reported that the gear only partially extended.After the flyover and inspection I attempted to again use the electrical gear extension at least 3 times without success. Approach vectored me to a long approach after deciding that we had too much fuel on board (4 hours) to burn off by continued flight. I made the approach at 70 mph just prior to the runway and slowed the plane to the stall speed as I landed.  Prior to touch down I fully retarded the mixture and throttle; had passenger open the door and prepare for emergency exit once the plane stopped. The gear collapsed upon touch down and the plane slid approximately 50-75 feet before coming to a stop. My passenger and I exited the plane within 5 seconds where emergency personnel were waiting. No injuries to either the passenger or myself. I am waiting on inspection of gear system to determine why it would not fully extend.




Synopsis: M20F pilot experiences failure of the landing gear to extend during approach. Multiple attempts at electrical extensions are unsuccessful. Attempts at manual extension are also unsuccessful and results in the manual extension handle being broken. A gear up landing ensues with no injuries.
Date: 201204
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B757 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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Communication Breakdown; Workload; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: About 1 hour 30 minutes out; I felt us starting to descend then heard and felt power up the throttle. Minutes later I was called to the cockpit and informed one of our engines had quit working. We would be flying the rest of the way on 1 engine. I got all my emergency preparation information from the Captain and then reported to the other flight attendants what our situation was. The Captain did declare an emergency so we were met on landing with many emergency vehicles. We decided to let the passengers sleep until about 20 miles out since we were not going to do a planned evacuation. All went very well.




Synopsis: A B757 Flight Attendant was informed by the pilot that; as she suspected; an engine had failed but the flight continued normally to the filed destination with passengers sleeping.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
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: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Communication Breakdown
Second reporter function: Trainee; Single Pilot; Pilot Flying
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working Ground Control. A C172 was a student pilot who began his taxi instructions to Runway 23 via Taxiway 'B' 'A' cross Runway 31. As the C172 approached Taxiway 'A'; he passed 'A' and held short of Runway 23. I advised the C172 he was supposed to go to Runway 23 and told the C172 to hold short of Runway 23. At this time Local Control had already cleared a C182; for take off on Runway 23. The C182 began his departure roll. The C172 did not respond and continued taxi and Crossed Runway 23 the active runway. I told the C172 to hold position and stop multiple times. I advised the Local Controller and he cancelled the C182's take off clearance and aborted take off. At this time I and the Local Controller were calling out to the C172 and neither of us got any answers. Finally the C172 checked on with the Local Controller after numerous calls. The Local Controller issued the Brasher warning and advised the C172 to taxi back to the ramp. The C172 then went back to me on Ground Control and was advised to contact the Tower. Student pilots are always nervous but should try to be taught better to listen to the frequency and always listen for their call signs.


Second narrative: I was taxiing and in touch with Ground Control. Ground told me to taxi to Runway 23 via Bravo Alpha and to cross Runway 13/31 and I proceeded to Runway 31 while crossing Runway 23. I had stopped before the hold short line and put on my strobes and continued to cross Runway 23. I had not heard Ground trying to get in touch with me although previously in contact with them. I proceeded to Runway 31 and did my run-up; held short of the runway and contacted Tower. Upon contacting Tower I was told that I had made a pilot deviation. I was instructed to stay on Tower frequency and to taxi back to my ramp. To prevent this from happening again; I am currently taking an online course on runway incursion safety and radio communications. I also realize that the radio shouldn't have been silent on a busy day at the airport; so I should have trusted my initial instinct of checking to make sure I heard radio communications.


Synopsis: A Ground Controller described an unauthorized runway crossing by a student pilot who apparently confused both the taxi instructions to the active runway and the hold short directives.