elihoole/asrs-aviation-reports huggingface dataset:
Date: 201707
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter FOD
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Equipment / Tooling; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While taxiing into gate; following electronic guidance; had to stop for a cargo hauler to be moved from right side then continued into gate after making sure clear zone was clear all around. While following electronic guidance; at 3 feet prior [to our parking spot;] heard grinding sound from left engine. Immediately stopped and looked up into glass on concourse and saw some white smoke coming over top of jetway and engine area being blocked by the jetway. Immediately shut down both engines and called for fire trucks. Told passengers to remain seated and called operations. Was then towed to final 3 feet and parked. Unloaded passengers and cleared customs. Was told that we ingested an air hose on ramp.


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


Synopsis: B777 flight crew and Ground Personnel reported that when they taxied into the gate area using an electronic guidance system an engine sucked in an air conditioner unit hose.
Date: 201412
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Object; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While descending in VMC conditions; I noticed a significant decrease on the oil pressure gauge; but no secondary indications. I began turning toward the nearest airport; and noticed a rapid rise in engine RPM. I declared an emergency and experienced engine failure shortly thereafter. I was able to safely land the airplane on a two lane road. At this point; I am not certain what damage the engine incurred; the only other damage observed was to the right wing fairing; which appears to have struck a mailbox on landing rollout. On previous occasions; this rental airplane had some oil on the side of the engine cowling during post flight inspection. During my preflight on this occasion; I noticed nothing out of the ordinary; but now question whether I should have scrutinized the maintenance history more closely.




Synopsis: The PA -28 aircraft engine failed inflight and the pilot had a successful off airport landing.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bellanca Aircraft Corp Undifferentiated or Other Model
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Touch and Go
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: FBO
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Human Factors

Narrative: I was the front seat student training for my tail wheel endorsement and cleared for a touch and go on Runway 6. The wind was generally out of the east and the crosswind corrections to track the centerline caused the right wing to block most of the view of the intersecting Runway 15 and the intersecting taxiway A. While I was on the runway I was practicing keeping my crosswind landing and takeoff procedures and the main wheels were on the runway while the tail wheel was off of the runway. As I approached the intersecting runway and taxiway; I saw a Cessna 172 in my windscreen crossing my runway and just about to cross the centerline. When I saw the Cessna I did not have the runway to accelerate to flying speed or have the airspeed to pull up to fly over the Cessna. If I pulled up to try to go over the Cessna I would have stalled my airplane or I would have 'pancaked' into the Cessna. After I was full power in my airplane; I sidestepped to the runway edge and parallel to Runway 6; accelerated to flying speed and gained altitude. I continued to train and do approximately 5 more touch and go's and once I made a full stop and taxied to park; I called Tower. The Controller I spoke to on the phone stated that they reviewed the tapes and the scenario he stated that I was cleared for a touch and go and that runway was mine and I did not do anything wrong. The Controller also stated that the Cessna was told to hold short of Runway 6 at taxiway A and read it back. I gave the Controller my name and let him know to call me back if he needed anything else. When the Controller called me back he said that they were filing a report to the FAA about the incident and I gave him my personal contact info for the record. I believe what caused the situation was the Cessna pilot not following the clearance given to them. As to what can be done to prevent it; I think a Hot spot could be added to the intersection on the airport diagram. This Hot spot would add an emphasis item of crossing active runways to a preflight brief of a taxi plan.




Synopsis: Citabria student pilot reported a critical ground conflict with traffic that failed to comply with ATC.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Wheel
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Upon landing when the main landing gear touched down; the aircraft immediately experienced strong vibrations that shook the entire aircraft. The vibrations ended once we were below 50 knots. There was no checklist to run. We talked about the event and believed it was possibly a brake issue. However; the brake temperatures were normal and within limits. We decided to continue to taxi to the gate and had no further problems.Post-flight inspection of the landing gear resulted in no observed anomalies by the flight crew. Later; Maintenance reported that several bolts along with safety wire was missing from the left main landing gear shimmy dampener.


Second narrative: Almost immediately after the main landing gear hit the runway; while the nose wheel was still in the air; as I started to apply light brake pressure; the aircraft started to vibrate in a violent way. I released brake pressure right away and slowly lowered the nose landing gear. I just used thrust reversers to slow down. Then I slowly applied brake pressure again once we were sure the aircraft was under control.


Synopsis: ERJ-170 flight crew reported that a severe vibration encountered on landing was caused by missing bolts in the left main gear shimmy dampener.
Date: 201911
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Weather elements / visibility: Wind
Light: Dawn
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Weather
Primary problem: Weather

Narrative: Upon departure; we were aware that our flight planning predicted landing fuel of 536 lbs; but decided we would exercise the option to reduce power early if we felt we needed it. After takeoff; we reduced our power setting preemptively to ensure we would have enough fuel on landing. This decision was solidified by ATC notifying us that our final altitude would be FL380; 2;000 feet below our flight planned altitude of FL400. We reduced N1% by just over 3% to an N1% setting of 100%. This set our predicted fuel-on-landing number comfortably in the mid-to-low 700 lbs range. Within about an hour remaining in the flight the predicted landing fuel showed in the 600 lb range. We were aware that this was because of the winds in the last half of the flight being more direct than in the first half. As we descended; the fuel number decreased; but we still thought we would be able to land above company minimums of 500 lbs. As it turned out; we were slightly off and landed such that the fuel at shutdown was 470 lbs.




Synopsis: Citation Captain reported that unforecast winds in cruise caused them to land with less than the company minimum fuel.
Date: 201911
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower EWR
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was in Jumpseat #2 on Aircraft X departing 22R at EWR. We were cleared for takeoff and just prior to reaching 80 kts.; Aircraft Y crossed the far end of the runway. The Captain and First Officer did a great job rejecting the takeoff and we stopped with plenty of time and distance to avoid a collision.




Synopsis: Air carrier Jumpseating First Officer reported that a runway incursion by another aircraft resulted in a rejected takeoff.
Date: 201910
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other N/A
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Training / Qualification; Human-Machine Interface; Confusion; Workload
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Manuals; Human Factors; Equipment / Tooling; Company Policy
Primary problem: Company Policy

Narrative: I know we are all resistant to change. I get that. But this new content locker for our EFBs (Electronic Flight Bag) is more than cumbersome. Finding recently downloaded items is an absolute mystery. One must go to a 'history page' after selecting up/down arrows. Intuitive? I think not. Then to review the remainder of your recent/new downloads; no 'back arrow' exits where you can simply go to the previous page. Go out; come back; several steps on several pages; not simple at all.I get that change is inevitable; but change from working good (not perfect) to cumbersome? The previous content locker really only needed one upgrade; that was a function to 'auto push' all pertinent downloads once WiFi was connected and not have to wait for a manual download (which still isn't automatic with this new system/program).Maybe in time; playing with it I will discover quicker; less cumbersome links to previous pages/to get where you need; but for now it's trying. Is training on this new content locker going to come before we get it? Oh; never mind; it's already in our EFB so I guess we train ourselves. Nice.




Synopsis: A320 Captain reported user interface issues with the new company EFB.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Workload; Training / Qualification
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Shortly after takeoff after acceleration altitude on a Flaps 1 takeoff Runway XR ZZZ. As we were accelerating to Flaps Up speed (approximately 210 knots); I contacted Departure Control and received a somewhat wordy response. I allowed myself to be distracted as the Pilot Monitoring (PM) and missed the fact that we accelerated through our Flaps Up speed. We got a Master Warning Flap Overspeed indication. The Pilot Flying (PF) immediately decelerated and commanded Flaps Up. The Flaps automatically retract at 210 knots; but we received a Flap Overspeed ECAM message. We continued the flight to destination; wrote up the incident in the Log Book and discussed with maintenance at ZZZ1. Distraction talking to ATC during acceleration phase of takeoff. Recency of experience may have played a role here as well.I as the PM; should have either contacted ATC earlier in the acceleration phase of the takeoff or waited until we were flaps up before calling ATC. This was a relatively heavy aircraft with a big speed (and time) gap between acceleration altitude and flaps up speed. The PF should have pitched up to avoid accelerating through flaps up speed as the PM was responding to an unusually long ATC transmission. Either one of the recommended PM or PF actions would have trapped this error. The aircraft was inspected and is in service today.




Synopsis: Air carrier Captain reported experiencing a flap overspeed during initial climb and cited distraction while talking to ATC and recency of experience as contributing factors.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Turbine Engine
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Workload; Distraction; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During pushback; Captain directed me to start the Number 2 engine.  Additionally; Ramp Control relayed the expected runway for departure; which was different from the planned/briefed runway.  Per our new procedures; I was responsible for completing the entire Engine Start Procedure.  After bringing the Start Lever to idle; I noticed a rise in the EGT stated 'Light Off' and began working on the performance runway revision while trying to monitor the start.  Due to my task overloading; I failed to recognize the EGT was approaching limits.  This was compounded by the aircraft's analog gauges; which do not indicate starting EGT limits nor give a visual cue to an approaching limit.  The Captain noted the impending overtemp and directed a Stop Start.  I accomplished the boldface procedure and then ran the Engine Start Abort Checklist as directed.  The aircraft was returned to the gate for maintenance; cleared; and we departed approximately 30 minutes late.  The engine did exceed EGT start limits of 725 degrees and peaked at 749 degrees.  Additional duties should be delayed during engine start or handled by the Captain to prevent First Officer distractions including radio operations during start.




Synopsis: A B737-300 First Officer became distracted with takeoff performance calculations during engine start and failed to detect and stop an engine overtemp on start so the aircraft returned to the gate for maintenance.
Date: 201508
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Second reporter function: Captain; Pilot Not Flying
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying the approach to 25L at LAX.  Near the fix KRAIN; at 10;000 feet; I was looking out the right window and noticed a bright green light. My first instinct was to look towards it but then I remembered the laser protocol and I immediately looked back inside the cockpit. I wasn't sure if it was a laser but a few seconds later my right eye felt momentarily warm. At that point I informed the Captain that I thought I might have been struck by a laser and he alerted ATC. I flew the rest of the approach uneventfully.


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


Synopsis: B737-800 flight crew reported they were targeted by a laser on arrival to LAX in the vicinity of KRAIN.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Haze / Smoke; 4
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Oil Distribution
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While [I was] doing pattern work at my home airport an oil leak occurred which forced oil out of the oil access door on the cowl. The oil immediately began to build up on the windshield on the pilot's side. I was on the upwind and notified Tower of the leak and requested immediate return in right traffic for the longest runway. Tower cleared me as requested and I landed without incident. I did not declare an emergency; and did not feel that I was in any imminent danger; all oil pressure/temp readings and EGT/CHT readings remained normal throughout the incident. I was able to taxi the aircraft to parking without assistance. At the time of the event the only other aircraft using the airport was in left traffic for the parallel runway.




Synopsis: Shortly after takeoff while doing pattern work; a BE35 pilot requested an immediate turn toward and landing on another; more expeditiously accessed; runway due to an engine oil leak which was obscuring his forward vision.
Date: 201505
Local time of day: 1201-1800
Location: BDL.Tower, CT
Weather elements / visibility: Turbulence; Windshear
Light: Daylight
Aircraft: HS 125 Series
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class C BDL
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather
Primary problem: Weather

Narrative: On final approach to Bradley airport approx. 5 miles out; we hit severe turbulence and windshear that caused a major increase in airspeed; downdraft and a ground proximity warning.




Synopsis: HS-125 Captain reported encountering severe turbulence and windshear on approach to BDL that resulted in a GPWS warning.
Date: 201907
Local time of day: 0601-1200
Location: DAB.Airport, FL
Flight conditions: Mixed
Weather elements / visibility: clouds; 6
Light: Daylight
Aircraft: M-20 Series Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C DAB
ATC / advisory: Tower DAB
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While flying the ILS-07 I received a low altitude alert from Tower; while below the cloud deck and with the field in sight. I immediately leveled off for a short distance and continued the approach to a normal landing. I am not sure what caused my momentary glide slope departure but I am thankful for the Tower alerting me.




Synopsis: M20 pilot reported receiving a low altitude alert from ATC on approach to DAB airport.