elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class D ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was returning to my home airport today on a VFR flight. Clear skies; VFR. I passed over my normal inbound reporting point but because frequency was saturated; I was unable to report my arrival at ZZZ until I was about 1 mile past it. I was told to return there and hold due to busy airspace. As I headed there; I got traffic alert from ZZZ Tower Controller. I had heard previous warning to another aircraft and I identified that aircraft and their relative position to mine using ForeFlight/Stratux display. I was told to turn 20 degrees right; but that would have put me into conflict with the other aircraft. I initiated immediate descent and lost 300-400 ft. and passed close under the conflicting traffic. This was a close call and loss of separation between two aircraft; both of which were in contact with ATC. I was given a vector (turn 20 right) which would have put me on a direct collision course with conflicting traffic at same altitude.I do not believe I have done anything wrong here; I have not committed any violation. I did not adhere to ATC instructions because it would have resulted in a midair collision; destruction of my aircraft; and killed me.So; I think somebody better listen to the tapes; look at the radar data; and maybe go over this with Tower Controllers. The Tower was dealing with an overloaded situation; they did the right thing by telling me to turn back; hold; and give them some relief. No problem. Vectoring me directly towards another aircraft at same altitude? Sorry; they do not get a free pass on that one.




Synopsis: Single pilot reported taking evasive action to avoid a collision with another aircraft.
Date: 202002
Local time of day: 0601-1200
Location: BNA.Airport, TN
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: [The location of] Spot 2 listed on [chart page] 10-9 is not correct. Spot 2 is actually on Taxiway T2.




Synopsis: Air carrier Captain reported a charting issue with Taxiway T2 at BNA.
Date: 201903
Local time of day: 1201-1800
Location: PDK.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 7
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D PDK
ATC / advisory: Tower PDK
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other landing roll
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: Departure; en-route; arrival; and approach were all normal. We were on a visual approach to runway 34; which is 3967' [long]. Upon touchdown; we felt an unusually hard impact. The roll out and braking were normal; and we turned off taxiway H and continued with no further issues. Further investigation indicated we landed just short of the edge of the runway. Unlike the sight picture of a longer precision runway; this is a non-precision runway with large numbers placed no more than 10 - 15 feet from the edge of the runway.




Synopsis: Medium transport pilot reported landing short on runway 34 at PDK airport; citing runway number placement as contributing to an optical illusion.
Date: 202111
Aircraft: B737 MAX Series Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cargo Equipment
Component problem: Design; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Time Pressure; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue; Ground Event / Encounter Object
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Procedure; Incorrect / Not Installed / Unavailable Part; Human Factors; Equipment / Tooling; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: A 737 Max at the gate. The forward cargo bin and passengers deplaned at the same time leaving a tail heavy aircraft as the nose strut and scissor fully extended and the nose possibly could have left the ground; shift the CG of the aircraft aft. Aircraft acting like a wind vane. Wind from the northwest blowing the nose of the aircraft to the right jamming the aft side of the door into the jet bridge. Heard a crunching sound as the aircraft shifted from the wind and called my Supervisor and Lead Mechanic. Pilot and co-pilot stayed in the fight deck till all passengers were deplaned. While on the jet bridge saw the dots move away from each other...approximately two feet separation from the entry way of the aircraft to jet bridge. Gate Agent helping passengers off. This was not the Gate Agent's fault. I have reported this to Management before of a tail heavy 737 Max CG moving. No pogo stick is used on the 737 Max.Do not unload forward cargo until all passengers are off the aircraft. Possible use a pogo stick.




Synopsis: Ground personnel reported the nose gear was fully extended as the 737 MAX was unloaded at the gate. The observer reported the passengers and forward cargo bin were unloaded at the same time. The reporter suggests the aft cargo bin be unloaded first or a tail pogo brace be used to keep the aircraft in balance.
Date: 202201
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Physiological - Other; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach to ZZZZ airport ATC instructed us to Maintain 300 Knots. ATC further instructed us to slow to 250 Knots. After slowing to 250 Knots and just after the chime below 10;000 I receive a call from [Flight Attendant name 1]; informing me of a strong odor I the back of the aircraft. I informed her that we were flying direct to the airport and the safest option was to proceed to the airport and that we would be landing inappropriately 10 minutes. After landing we called the cabin to ascertain the situation.  We were told that the odor had dissipated; so we proceeded to the gate.  After the passengers disembarked; I talked directly to [Flight Attendant 2] who first reported the event. She informed me of a strong odor in the back of the aircraft that caused her minor eye irritation. No other passengers or dead heading crew reported an odor; so it was likely limited to the aft section of the aircraft.




Synopsis: Air Carrier Captain reported being notified by flight attendant of a 'strong odor ' during final approach. After landing the Captain was informed the odor had dissipated. One flight attendant reported minor eye irritation; no additional odor reports from other crew members or passengers.
Date: 201808
Local time of day: 0601-1200
Location: EGLL.Airport, FO
Flight conditions: IMC
Light: Daylight
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower EGLL
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Upon arrival to EGLL after one turn in holding we were given vectors close behind a heavy B747. Initially our turn toward the B747 was closer than three miles. We encountered wake turbulence and stayed about a half dot above the glide slope and we were still very close. We slowed to approach speed approximately 1-2 miles before instructed to do so out of concern for our proximity to the B747. Tower complained that B747 behind us was too close.




Synopsis: B787 First Officer reported encountering wake turbulence on approach to EGLL 3 miles in trail of a B747.
Date: 201907
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Training / Qualification; Time Pressure; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Other Vehicle Service Road
Result: General Physical Injury / Incapacitation
Contributing factors: Procedure; Equipment / Tooling; Company Policy
Primary problem: Procedure

Narrative: [Ramp] personnel was enroute from the fuel farm back to the remote parking area with AC (Air Conditioning) unit. While traveling along the service road; the wheel axle broke on the AC unit. This is the 5th accident with regards to transporting our AC units. [A few days ago]; a [ramp] member left via ambulance after getting injured under the same conditions. These large units are not designed to be driven over 5-MPH nor driven over long distances.




Synopsis: Ramp Agent reported that equipment is being moved at excessive speeds and distances; resulting in running gear failure and injury to personnel.
Date: 202001
Local time of day: 0601-1200
Location: ZNY.ARTCC, NY
Flight conditions: Marginal
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had MEL'd Pack 2 the night before for being unable to control cabin temperature (too hot). This occurred the following morning- we were on arrival into ZZZ. We were given a descent to cross a fix around; if I remember correctly FL180. We began our descent. In the descent I noticed the Cabin Altitude was high; around 9;100 ft. I pointed this out to the Captain. Altitude kept climbing. Captain told me to get ready. Shortly thereafter the alarms sounded; we donned our O2 masks; I pulled and began running the QRH. The Captain assumed control of the radios and after making an announcement for the Flight Attendant to sit down; initiated an [expedited] descent to 10;000 ft. I was able to get some control back through manual mode. We were given direct the field. Upon reaching 10;000 ft. we removed our masks and somewhat went back to a normal arrival; with checklists/etc. We were given priority handling in. Landed safely and went to our gate. Captain wrote up aircraft.




Synopsis: Pilot reported a loss of pressurization that resulted in a diversion.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: UNICOM ZZZ
Aircraft component: Service/Access Door
Component problem: Design
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Rear passenger door flew off. The door was closed secure but not latched. I reached back to close the latch and grabbed the wrong lever. Door swung open at 75 knots approximately 1500 feet AGL. I returned safely.




Synopsis: DA40 pilot reported the rear passenger departed the aircraft in flight after reaching back to latch it and grabbing the wrong lever.
Date: 201508
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I was the First Officer on flight inbound to PHX.  We were at 7000 FT/210 KTS on the BRUSR1 RNAV Arrival.  Just approaching KUCOO intersection I noticed a black; small object straight ahead coming toward the aircraft.  At roughly 100 FT below us; it passed directly under the nose headed northbound.  The unmanned aircraft was helicopter like. The drone was black and bright yellow with a black bubble top.  From the short look I had; I think it was possibly 1 1/2 FT long.  The Captain and Jumpseater did not see the drone.  I notified ATC of the sighting and we landed without incident.  Upon arrival at the gate; we spoke to Law Enforcement and I contacted Phoenix Approach Control as requested.I don't know what can be done; but I will say this was a very disturbing incident.  Had our aircraft been descending; it could have easily been struck; possibly in the windshield.  I hope measures can be taken to prevent another occurrence.  From what I have researched today; the FAA receives 2 reports a day involving drone/aircraft sightings.  This is unacceptable and is only a matter of time before there is an accident.




Synopsis: An air carrier First Officer reported a UAV near miss at 7;000 FT while flying the PHX BRUSR1 Arrival near the KUCOO intersection.
Date: 201606
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: RV-9
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing; the aircraft drifted off the left side of the runway and overturned in a forward direction. There was a cross wind from the left; but I do not think this was a major contribution to the event. I have landed at this airport probably more than 1;500 times with no problems. I believe that the major contributor was that I became inattentive at the ending of the landing and allowed the airplane to drift off the edge of the runway. Unfortunately this developed into a situation that caused the aircraft to overturn. In thinking back on this event I think that because of my familiarity with this airport and the fact that I have had no problems in the past landing there; I became complacent and allowed this event to occur.I have read accident reports that focus on pilots becoming complacent and really did not believe that I could or would allow myself to fit this situation; but I cannot find any other major cause for this event.




Synopsis: RV9 pilot reported loss of directional control after landing that resulted in a runway excursion with the aircraft overturning.
Date: 202002
Local time of day: 1201-1800
Location: JFK.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed
Contributing factors: Weather
Primary problem: Weather

Narrative: On takeoff roll aircraft began to pull to the left. Corrective rudder input was used; however plane remained pulling to the left of centerline. Pilot flying aborted takeoff below V1 when I deemed the situation unsafe to continue. Aircraft was stopped on runway and Tower contacted. Aircraft then taxied to the taxi way and asked permission to hold there to diagnose and debrief what happened. Due to high winds and aileron input not being sufficient enough for correction we believe the aircraft began to become directionally uncontrollable. Despite corrective actions with rudders the plane continued and then an abort was initiated upon losing the centerline. No injuries were sustained on board and the second attempted takeoff went without issue.




Synopsis: Gulfstream Pilot reported that strong winds that made the aircraft uncontrollable on takeoff roll resulted in an aborted takeoff.
Date: 201910
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed as scheduled; as normal as any other flight. On departure; the flaps were retracted on schedule and we preceded to ZZZ. At cruise; I noticed the flap indicator was showing a spit with flaps in the up position. I; then; brought it to the attention on the Captain. We both noted that it did seemed strange. We had no other indications; so we continued on. As we began the arrival; and were being vectored for the Visual Approach to Runway XXL; I began to slow; stating I was unsure about what the flaps might do. Slowing through 210 kts.; I asked for flaps 5; which was then followed by the Captain stating that we had no flap movement. We asked approach to give us delayed vectors; so we could run the appropriate QRH procedure and set up for landing. I continued to fly; while the Captain and I ran the QRH procedure; which lead us to a flaps up landing. Once complete and all data had been obtained; the Captain talked to the flight attendants and passengers; we began our approach. I; then; transferred the controls to the Captain per his request. I told ATC to have the trucks standing by; in case; we had excessive brake heating. We landed normally and exited the runway. We ran appropriate checklists and began the brake cool procedure. We held off the gate for a minimum of 30 minutes; per the brake cool information; but total of about 60 minutes to allow the brakes to cool and have Maintenance inspect the gear. Airport Firefighting and Rescue and Maintenance confirmed that we had no excessive heating and were cleared to the gate after. Arriving at the gate; we deplaned normally and transferred the aircraft the Maintenance.




Synopsis: B737 First Officer reported that a flap asymmetry during approach resulted in a no-flap landing.