elihoole/asrs-aviation-reports huggingface dataset:
Date: 201411
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Landing
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Other laser
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During the FMS Bridge Visual approach to 28R at SFO we were illuminated by a green laser for approximately 20 seconds at an altitude of 2500 feet approximately 8 miles out. The direction of the laser came from the 9-930 position WNW [west-northwest] of the San Carlos airport. I was distracted by the light initially and while looking in its direction was illuminated for a couple seconds. My First Officer saw it and looked away. I said something about the light and it didn't register to me as to what it was. The light moved slightly to the front of the aircraft and I reactively looked back towards the area and was immediately illuminated again. Total exposure to my eyes about 3-4 seconds. Tower was notified when we realized what it was. Approach and landing was normal. Felt slight discomfort in my left eye in the middle of the night. Upon waking up; decided to go to emergency room. Acuity in left eye was degraded to 20/40; right eye normal 20/20.




Synopsis: B737 Captain reported being targeted by a laser on a visual approach to SFO that later resulted in a trip to the emergency room and degraded visual acuity.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Other Person; Person Ground Personnel
When detected: Pre-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: No DG information. DG information for pallet was not entered in flight management system; loading instruction did not reflect any DG loaded on pallet. Pallet was correctly labeled. Cargo staff notified and information inserted.




Synopsis: Ground employee reported loading data was missing from dangerous goods cargo information.
Date: 201305
Local time of day: 1201-1800
Location: M03.TRACON, TN
Aircraft: B757-200
Operator: Air Carrier
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class B MEM
ATC / advisory: Tower MEM
Second aircraft: PC-12
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I had just combined both parallel finals at the ARM scope; and this was my first time working these positions with FUSION. Aircraft X; a B752; was on short final talking to the Tower. Aircraft Y; a PC12; was in trail just over 5 miles behind Aircraft X. I completed some work with traffic landing Runway 18L; and went to ship Aircraft Y to the Tower. It looked like I had just over 5 miles; but I was later told I only had 4.99. When Tower called to coordinate the break out for Aircraft Y; it looked like he was at a 5 mile final and Aircraft X was no longer observed. I was later told that the spacing was down to 4.86. FUSION made it very difficult to determine spacing because even targets firmly established on the localizer/final approach course wobbled back and forth. If I am forced to use FUSION; I will have to loosen my spacing in the final box.




Synopsis: M03 Controller described a loss of heavy jet separation event claiming FUSION equipment was a contributing factor.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Upon gear retraction; my First Officer and I noticed the amber (N. DOOR) and the red (NOSE) gear lights were illuminated and the nose gear felt as if it hadn't retracted. The mains appeared and indicated to be retracted. We leveled off at our initially assigned altitude of 3;000 FT. I was flying and my First Officer was the pilot not flying. We contacted Departure Control and let them know of our problem and they gave us a northern vector so we could run some checklists. My First Officer went through QRH Landing Gear Fail to Retract Checklist which led us to QRH ALTERNATE LANDING GEAR EXTENSION Checklist. We accomplished the QRH [procedures] and after discussion amongst ourselves and Dispatch; we decided to declare an emergency and return to [departure airport].We landed safely and came to a complete stop. We waited on the runway to be tugged in as per checklist because the nose wheel steering was rendered inoperative. When the tug arrived [ground personnel] said the integral nose gear ground lock mechanism was 'out'. We arrived at the gate and deplaned the passengers. I asked my First Officer and the ground crew personnel if they noticed whether or not the nose locking mechanism was in and locked and both of them said yes; that it appeared in and locked before we pushed back from the gate. Whether or not the ground crew pulled out the nose ground lock mechanism when they moved the airplane [earlier] I don't know the answer to that. What I do know is my First Officer said it was in when he did his pre-flight walk around; and the ground personnel said it was in when he pushed us back from the gate.


Second narrative: During my preflight inspection prior to departure; I noted no issues with the aircraft.


Synopsis: Q400 flight crew reported nose gear would not retract after takeoff. They declared an emergency and returned to departure airport where the nose gear ground lock mechanism was found out of position.
Date: 201409
Local time of day: 1201-1800
Location: OMA.Airport, NE
Flight conditions: Marginal
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C OMA
ATC / advisory: TRACON OMA
Aircraft component: Altitude Alert
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for the approach to 35L. I set the wrong crossing altitude for the outer marker. The outer marker is RICKY at 2800; I set FAPON at 1700. ATC called with a low altitude alert. I climbed back up to 2800 and resumed the approach without further incident.Sticking to SOP would have prevented this if I had HAD the first officer verify the altitude at the outer marker. We were so preoccupied with getting down and slowing down neither one of us recognized my error.




Synopsis: When the Captain flying an A319 set an incorrect--and lower by over a thousand feet--FAF altitude in the Altitude Alert window contrary to SOP; the First Officer wasn't aware and didn't correct the error.  ATC issued a low altitude alert.
Date: 201210
Local time of day: 0601-1200
Location: CHS.Airport, SC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground CHS
Second aircraft: Cessna Twin Piston Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Captain; Pilot Flying
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I contacted Ground abeam Gate for taxi instructions after completing the After Start Checklist. Ground's instructions were; 'Taxi to Runway 21; via Alpha; cross Runway 15; 33.' We proceeded to taxi with both engines started. As we crossed Runway 15; Ground responded to a twin Cessna with the taxi instructions; 'Plan Runway 21 taxi via Golf short of Alpha. Give way to CRJ 700 taxing left to right; we need him in front of you for a time.' The Cessna responded; 'Have the CRJ in sight.' Note there was a CRJ 200 in the holding pad at the end of Alpha. As we approached the Cessna we could see the pilot looking to the right at the CRJ 200 with no intentions of braking. We maneuvered to the left side of the wide taxi way avoiding contact with the intruding aircraft. The general aviation pilot did not comprehend the full instruction given by ATC of the company; size; or direction of the traffic he was to give way to.


Second narrative: [Narrative #2 contains no additional information.]


Synopsis: CRJ 700 flight crew maneuvered to avoid a twin Cessna that had been given taxi instructions that included giving way to a CRJ. Cessna pilot was looking at a CRJ 200 instead and did not see the CRJ 700.
Date: 201505
Local time of day: 1201-1800
Location: C90.TRACON, IL
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E C90
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: This report is for informational purposes as ORD TRACON said they had had several such wake occurrences lately and were tracking them.Inbound to ORD we encountered fairly severe wake turbulence while descending on the WYNDE6 arrival in TRACON airspace.We were cleared by ORD center to 10;000 MSL and had completed our descent checklist so the passengers were seated with seat belts fastened.We were out of 11;000 MSL and about 9 miles in trail of a heavy who was assigned to a different runway and level at 11;000 MSL.We had just crossed the eastern shore of Lake Michigan when our aircraft started to shake and buffet side to side. We were approximately at 10;700 MSL when this began. We advised ATC that we were encountering a wake and they cleared us to descend to 7000. As our descent continued the wake became more violent and I had to use fairly aggressive control inputs to stop large rolling movements both left and right so it was obvious that we descending deeper into it. I deemed it safer to climb and I advised ATC that I was climbing out of it and would return to 11;000 MSL.The autopilot was disconnected and we also flew north of course to exit up and out. The buffeting stopped as we climbed through about 10;700 MSL.We took a moment to contact the cabin crew to see if there were any injuries. Fortunately everyone was seated and both flight attendants were OK.We then were cleared by ATC direct to an intersection that took us well away from the heavy's track and were cleared to 7000. The rest of the flight was uneventful.After landing in ORD; ATC had us call TRACON to discuss the incident. They said they had had several such occurrences recently and would file a report.Inadequate separation given winds aloft and atmospherics.Greater than 1000 FT separation in altitude and more distance behind a heavy recommended.




Synopsis: CRJ-700 Captain reported encountering 'fairly severe' wake turbulence nine miles in trail of a heavy jet on the WYNDE6 arrival into ORD.
Date: 201905
Local time of day: 1801-2400
Location: PBI.Airport, FL
Light: Daylight
Aircraft: Challenger Jet Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZMA
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: Corporate CL-850 departing PBI Runway 10L SID TBIRD2. Flying through 10;000 feet at 250 knots; rate of climb 1;500 FPM. Heading 286 outbound from AHABB to DIAPR. Drone sighted approximately less than 100 yards ahead at our 11 to 12 o'clock position and viewed passing below less than 100 yards below. Noticeable figure of square drone; not a bird. Passed without evasive action; only few seconds of recognition. Reported sighting to ATC; ATC collected information and in turn ATC transmitted information to aircraft in vicinity.




Synopsis: Challenger Captain reported an airborne conflict with a UAV during climb.
Date: 201210
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Training / Qualification; Troubleshooting; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: We received a call from the Flight Attendant telling us that some passengers were concerned about a noise coming from the floor on the left side of the aircraft just forward of the emergency exit and just behind the leading edge of the left wing. The Flight Attendant informed us that she had heard anything like this before. The First Officer and I; as well as the jumpseater; began to check for any abnormal indications. All systems appeared to be normal. I decided to go into the cabin and check the noise out for myself. As I exited the cockpit and started to walk back to the area of concern; I could hear the noise almost immediately; also the floor over the location had some vibration. I; myself; had never heard anything like it before. I returned to the cockpit and informed the First Officer and the Jumpseater of the situation. I told them we would have to divert and a major station would be the best place. I also informed the Flight Attendant of the same. We contacted Dispatch; they concurred. We also informed Dispatch of our overweight landing. I then told the passengers and Flight Attendant of our plan. We received an ACARS message from Dispatch telling us that we would have to declare an emergency because of the overweight landing. I did declare an emergency. We landed without incident and had a normal taxi to the gate. The only thing I had a problem with was Dispatch telling me I had to declare an emergency. The First Officer and I questioned it. However; I decided to err on the side of caution; because of the abnormal problem with the aircraft and the overweight landing.




Synopsis: A B737-300 Captain diverted because of a very loud; unusual noise apparently coming from beneath the floor; left side just after of the leading edge; forward of the emergency exit.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was at 8;000 FT on an IFR flight plan. After being given vectors around a hot area; I lost all electrical power suddenly. I had a hand-held radio; called Tower and declared an emergency. I manually counter-clockwise cranked the gear down because I had no power. With no green lights I could not verify down and locked gear and gear collapsed on landing. I don't know how this could have been avoided as the aircraft is meticulously maintained.




Synopsis: BE36 pilot reports electrical failure at 8;000 FT on an IFR flight plan. The reporter diverts to a suitable airport using a hand held VHF. The gear is manually cranked down; but collapses upon landing.
Date: 201710
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I completed a walk around with tow bar still attached since it was needed to keep repositioning the aircraft to loosen taught chain tie downs. Once walk around completed and all tie downs were removed; I asked my wife to remove the tow bar; stow it in our cargo hold and join me in the cockpit as I was going in to get our cockpit ready for departure. Upon initial turn out from airport; I realized something did not seem right with the bottom forward of our aircraft. I asked my wife if she removed and stowed the tow bar and then realized that she did not. I returned to [departure airport]; did a low approach and asked tower to inform if we still had a tow bar attached to nose gear. It was confirmed that it was still attached. (The tow bar in use has a mechanical locking mechanism and as result remained attached and did not depart the aircraft.) We then landed safely and taxied shortest distance to an area where we could shut down. Upon inspection; we discovered that we incurred propeller damage. This has been a humbling experience and one that has taught me to ensure I pay unrelenting attention to detail.




Synopsis: PA28 pilot reported departing with the tow bar attached to the nose landing gear.
Date: 201210
Local time of day: 0001-0600
Location: SCT.TRACON, CA
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Air Carrier X off opposite direction Runway 8 ONT; climbing to 4;000 FT. Cherokee off AJO climbing to 4;000 FT; stopped at 3;000 FT when communications were not transferred in a timely manner. I called to verify runway traffic configuration. Air Carrier X 1 1/2 South of ONT; I reached out to see if he was on frequency (not there) ONT Tower called and informed me that he was issued the wrong clearance and that they would re-clear and transfer communication after clearance was issued. I instructed the Tower to transfer communication and I would give him alternate instructions. Communication was not transferred in a timely manner after coordination with the Tower. Air Carrier X checked on frequency abeam PDZ. I originally gave him a right turn then realized he was going to fast and had already passed PDZ to make the turn and remain clean of the MVA's so I immediately re-issued instructions for a left turn and an immediate climb above the MVA's. Air Carrier X entered the edge of a 5;300 FT MVA as he was leaving 4;000 FT.




Synopsis: SCT Controller described a below MVA event when ONT Tower failed to transfer radio communication on a departure as requested.
Date: 201510
Local time of day: 1801-2400
Location: VHHH.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I refused a shipment of approximately 10;000lbs of lithium ion batteries based on my feelings that this is in fact dangerous goods. No information is provided to me as to where the batteries have been stored and under what conditions. There is no information provided on the internal temperature of the batteries. Based on this; I feel that thses are dangerous goods.




Synopsis: A B777 Captain refuse an approximate 10;000 pound lithium ion battery shipment because he had no information about battery storage conditions or temperature and felt they were dangerous goods.