elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Arriving into DEN on the KOHOE3 STAR. ATC instructed us to maintain 280 knots and delete the published speeds on the arrival. Just prior to FFATT intersection ATC told us to slow to 210 knots. At this point we had RWY 35R in sight and we began slowing expecting a visual approach. A very short time later (less than 1 minute) we were cleared via the RNAV RNP 35R approach. We were not anticipating this; so my First Officer became task saturated with programming the FMC. I was flying and also took the radios as well. At that point I knew we would not make the 11;000 crossing restriction at DOGGG. I did not advise ATC in a timely fashion and we crossed DOGGG at approximately 11;600 feet. ATC issued a new descent clearance to 8000 and a heading just as we crossed DOGGG. The flight made an uneventful approach and landing on 35R.




Synopsis: B757 Captain reported failure to make a crossing restriction on the RNAV RNP 35R approach in DEN; following a late clearance change.
Date: 201509
Local time of day: 0601-1200
Location: M91.Airport, TN
Flight conditions: Marginal
Weather elements / visibility: cumulus layers; 4
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZME
ATC / advisory: Center ZMA; TRACON BNA
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Weather; Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Preflight NOTAM's were obtained and reviewed from [two different sources]. No report was found and stated as such for this airport. Both of these vendors are FAA approved. Arriving at M91 we were cleared for the GPS approach for runway 22; by Memphis Center.  As we approached the final approach fix; Memphis center called us to say the approach was not available; but did not know why. We were instructed to call Nashville approach for further details. We did; and were told that the approach data was invalid. Nobody knew anything about NOTAMS except the BNA Nashville approach controller. Including the airport manager; whom we contacted on the SAT PHONE. The vendor for installing the LED PAPI; and runway lights had caused the NOTAM about the approaches to be erroneously issued. The NOTAM was taken down within a few hours.How can an airport maintenance contractor shut down GPS approaches? Why do authorized FAA weather vendors not forward requested NOTAMS? How could a controlling center not know about NOTAM's affecting approaches that they are clearing aircraft to fly? Where is the oversight?The only weather site that had the NOTAM was Aviation Digital Data Service (ADDS) and [another electronic source]. For me; ADDS is the only place that I will check from now on.




Synopsis: A Corporate crew checked M91 destination weather from two sources before departure and found none. While preparing for the GPS Runway 22; ZME notified the pilots the runway was closed. Aviation Digital Data Service (ADDS) was the only site with the NOTAM which a contractor erroneously issued while the LED PAPI and runway lights were installed.
Date: 201501
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: There is a lot of glycol on the ramp that is not being sufficiently cleaned up immediately after it is applied to the aircraft. This creates a very dangerous environment for slips; trips; and falls; not to mention the slick ramp surface for push tugs and the ability for chocks to grip the ramp surface to prevent aircraft movement. We have a significant problem with airplanes rolling on the gates with the chocks properly placed when the ramp is icy or contaminated with glycol.




Synopsis: Ramp personnel reporting a great deal of glycol de-icing fluid is remaining on the ramp after aircraft application. This may result in slips or falls to other persons; or aircraft rolling even when chocks are in place.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
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; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Passenger X; reported pain. Flight attendant asked what her pain level was on a scale of 1-10; the passenger reported a 7. Within 5 minutes; the flight attendants had called for and found an EMT on board. Passenger Y (EMT) and FA X provided oxygen; and concurrently we descended from FL310 to FL210 to reduce the cabin altitude. I asked the flight attendants and EMT if necessary to divert into ZZZ1; which we were currently flying over. The passenger said she wanted to go on to ZZZ2; and the EMT echoed that. The passenger was feeling a little better; and it would be OK to continue to ZZZ2. I then requested priority handling and relief from any speed restrictions on the arrival and assuring XL the closest runway. While she received attention on the plane the passenger stated that she had been exposed to COVID in the last three days. I passed this information on to Dispatch and operations in ZZZ2 to alert the paramedics coming aboard of the passenger's status and potential exposure.Would like to commend my crew for doing an exceptional job. FO handled the radios and flying while I was communicating and coordinating with the flight attendants and Dispatch. The flight attends were professional; calm; had all necessary information that needed to be disseminated. Extremely timely updates throughout the flight. Can't emphasize enough how well this crew handled the situation presented.




Synopsis: Air carrier Captain reported a passenger reported having health issues during the flight.
Date: 201507
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-5
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was out looking for a picnic area for the family on the river. I found a place and landed. On takeoff; I felt a thump as I rotated and started climbing into the air. In the shadow of my plane; I could see something looked strange about my tailwheel; but couldn't tell for sure. To be safe; I landed at [a nearby] airstrip due to it being nice and wide and long in case anything happened. On landing; my tailwheel and spring came off and my right main gear collapsed causing the aircraft to ground loop by hitting the right wingtip and prop. I must have hit a rock or something on takeoff causing my landing gear to malfunction on landing.




Synopsis: Maule M5 220C pilot reported damaging his tailwheel during takeoff from a river bank. He lost directional control on the ensuing landing when the tailwheel came off and the right main gear collapsed.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Landing
Aircraft component: Hydraulic Fluid
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On final; fully configured; First Officer (FO) was Pilot Flying (PF) and Captain was Pilot Monitoring (PM); around 500 feet we received a L HYD QTY EICAS. I checked the status page and observed that the L HYD QTY inducated .4 RF. I announced this said 'continue' and scanned the cockpit and approach. We were stable and I scanned again; noticed .2 RF and on the overhead only the Left RSVR light was illuminated. I told the First Officer to change our briefed runway exit plan and to 'stop straight ahead'.Normal crosswind landing was made in the touchdown zone and we decelerated normally. I announced that I had the Aircraft at taxi speed; noticed that L HYD pressure lights were now illuminated and the PTU was annunciated on EICAS. I still had some nosewheel steering so I cleared runway. I set the parking brake and called for the QRH.While the FO indexed the QRH; I called local maintenance and briefly explained the situation and asked them what they wanted regarding configuring or reconfiguring the Aircraft. They said simply to ensure that the affected HYD pumps were turned off; which we did in accordance with the QRH within 5 minutes of the low pressure lights illuminating. The First Officer guarded ATC while I called station OPS and requested a tug. I made an announcement to the people after informing the purser of the situation. Upon the arrival of the supertug; (we had to monitor that frequency as well as ATC); the driver was concerned because the HYD leak was still evident and emanating from the nosewheel. Eventually; the HAZMAT team arrived maintenance was consulted and we were towed to the gate approximately one hour after landing.


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


Synopsis: A 757 crew experienced a hydraulic fluid loss on very short final and continued to a landing; but required a tow to arrive at the gate.
Date: 202009
Local time of day: 1201-1800
Location: PHL.TRACON, PA
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHL
ATC / advisory: TRACON PHL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: On arrival into PHL on the BOJID RNAV arrival; after selecting flaps to 9 degrees; we received the EICAS advisory FLAP LOW SPEED. I transferred flight controls to my First Officer and ran the QRH procedure. We then calculated flaps 22 landing performance numbers instead of 45 degrees for the slow flap actuation. We then informed ATC that we would have to slow down/configure early on the approach.We then received vectors for the ILS 27R approach. We were cleared for the ILS 27R approach aprox. 5 miles outside of JALTO and were level at 3;000 feet. At approximately 2 miles outside of JALTO; we selected flaps 22 degrees. At this point we were level at 3;000 ft. waiting to intercept the glide slope for Runway 27R and were 4.5 miles in-trail of a Boeing 767. It was at this point we encountered wake turbulence from the 767 and the aircraft rolled to what I believe to be a 30 degree bank to the left. No altitude was lost. I immediately disconnected the autopilot and corrected with full aileron input to the right; this initially did not stop the roll; but shortly after recovered to a wings level attitude. Since we were still level at 3;000 feet and waiting to intercept the glide slope on the approach we elected to continue the approach and stay slightly high on the glide path once intercepting the glide slope. The flight continued to PHL and landed without further incident. Upon arrival at the gate in PHL I contacted Dispatch and Maintenance and the aircraft was written up for both the flap low speed EICAS advisory as well as the wake turbulence/severe turbulence encounter. Due to being in trail of a Boeing 767; we encountered wake turbulence and an un-commanded 30 degree bank to the left at 3;000 feet.I disconnected the autopilot and corrected from the upset attitude.




Synopsis: EMB-145 Captain reported encountering wake turbulence 4.5 miles in trail of a B767 on arrival into PHL.
Date: 201203
Location: ZZZ.Airport, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Checklists
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Manuals
Primary problem: Manuals

Narrative: I have a concern with a Q400 Emergency Checklist; specifically the INBD/OUTBD Anti-Skid Checklist. Using the checklist; if I am unable to reset the system it tells me to be careful using the brakes on landing. Then it refers me to performance references which say to use full anti-skid braking on landing in the notes at the bottom of the references. I have 2 concerns: 1) Pilots are being misled and could blow out all the MLG tires while correctly following checklist guidance. 2) If performance references assume the pilot will use full anti-skid braking; then they may not be providing accurate landing distance information with the anti-skid inoperative.

Callback: The Reporter states they believe that the QRH which his Company has issued is generic and that his report applies to other Q400 operators.



Synopsis: A Q400 Captain noted that the QRH INBD/OUTBD ANTI-SKID Checklist and associated performance references may be misleading and cause a pilot to use full braking; thus damaging the tires or use an incorrect landing distance with antiskid inop.
Date: 201206
Local time of day: 1201-1800
Location: P50.TRACON, AZ
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: Small Transport
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; Procedure
Primary problem: Procedure

Narrative: Once again our facility misapplied prearranged coordination procedures; except this time it lead to a loss of separation. I observed traffic directly in front of an Air Carrier X at the SAME ALTITUDE and converging. The limited Data Block was a Small Transport and I went over to Apache to ask if he was OK with the two aircraft. Prior to reaching the Apache position the Conflict Alert activated and the Apache Specialist; who just relieved the position; was providing a traffic alert and a turn to the Air Carrier X. I then went over to Navajo to ask if he was OK with the Small Transport where he was and he appeared to be talking to the Small Transport and issuing traffic as well. The Navajo specialist elected to climb the Small Transport to 10;000 on his route (PHX.V105.DRK) instead running the aircraft per the SOP; which would have been at 7;000. Once the Small Transport is on the west side of the STAR; is where these types of aircraft are normally climbed to 10;000. The Air Carrier X was descending via the MAIER5 STAR and was to cross KARDS between 8;000 and 10;000. I had previously filed a report on the misuse of prearranged coordination procedures and a loss of separation between two Air Carrier jets; one climbing and the other descending. This is a common occurrence here at P50 and there has been no refresher training provided. It is basically jungle rules at times. There is plenty of airspace for the Departure controllers to climb within their own airspace; above or below the arrivals descending via the STARs. We are having more and more of these types of close calls with no improvement. Specialists are not taught to remain in their airspace and misapply prearranged coordination procedures all the time. I have previously reported the misuse of prearranged coordination procedures to management and NOTHING has changed. I recommend that prearranged coordination procedures between Navajo and Apache; as well as between Santan and Quartz; be suspended/terminated and the controllers are required to make a point out or stay in their own airspace.




Synopsis: P50 Controller described a loss of separation event when facility controllers misapplied pre-arranged coordination procedures; the reporter noting this was a repeat of a similar same type event earlier in the year.
Date: 201503
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B737-800
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Flight took off Runway 17; during night VMC conditions. During LNAV turn to east; after flaps up; between 2;000-3;000 feet MSL; extremely loud bang heard in cockpit; from right side and below First Officer (FO) seat. Initial action was a check of all instruments with no abnormalities noted. A few moments later a foul acrid smell (no smoke) was detected with confirmation of same odor in cabin. Probable bird strike(s); and return immediately to [departure airport was made] with possibility of smoke and or fire aboard. Single frequency approach made with vectors for a visual to Runway 17 with ILS back up; flaps 30; auto brakes set at 2. Aircraft handled normally throughout approach and landing. No abnormal or warning lights illuminated at any time. Landing weight was 143.5K. ARFF inspected aircraft on runway and noted no fire; smoke or other conditions precluding normal taxi to gate. Flaps were kept at 30 until engine shutdown. ARFF followed aircraft to gate. Post flight inspection revealed at least five separate bird strikes on aircraft. Bird debris (suspect birds were Canadian Geese) located on right side pitot static area below FO right window; right nose gear door; left wing root and inboard slat and engine cowl; number one engine compressor with fan blade damage; and left wing outboard trailing edge flap actuator fairing. I debriefed with Fire Chief and maintenance. This is the end of the narrative.


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


Synopsis: B737-800 flight crew reported during departure they noticed a smoky odor after a bird strike. The flight returned to departure airport. After landing; damage to #1 engine fan blade was found.