elihoole/asrs-aviation-reports huggingface dataset:
Date: 201303
Local time of day: 0001-0600
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: In flight we were advised by the Purser that we had a hydraulics problems. Captain did not want the Purser to tell the rest of the crew; but he did; and all flight attendants were relieved to know. We are all on the same aircraft; information should not be held from us. Near descent; the Captain advised us that we would be making an emergency landing and the aircraft would be met by Fire/Rescue. We were towed to the gate; after touchdown [and] after being checked out by Fire Department. We did not prepare the cabin as told not likely to evacuate. I was told it was nose gear hydraulics had been damaged and leaked out the fluid.




Synopsis: A Flight Attendant reported that their B777 lost a hydraulic system in flight because of a nose gear problem; so an emergency was declared before landing.
Date: 201905
Local time of day: 0601-1200
Location: DNN.Airport, GA
Flight conditions: VMC
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E CHA
ATC / advisory: TRACON CHA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Upon approach to DNN; after having been cleared direct to the IAF for the RNAV Rwy 32 by Atlanta Center; I was told to contact Chattanooga Approach. I contacted them; and was told I could not commence the approach due to VFR traffic beneath the undercast; and was given a radar vector north-bound and a frequency change. I misread the frequency and attempted to call them unsuccessfully; then changed the frequency and was told upon initial contact 'low altitude alert; climb immediately.' I was VMC above the clouds below; and have dual WAAS GPS units with current terrain databases. I knew my position; and although I had been vectored past the IAF; I was several miles south of the terrain. I asked for a westerly vector; and after an additional heading southwest bound; I realized I could descend VMC through the broken-scattered clouds and asked permission to cancel. The controller replied 'that would be best for both of us.' I squawked 1200; and descended beneath the layer; and completed a successful visual approach.Although I was on an IFR clearance; I was in VMC conditions the entire flight. The repeated vectoring around the IAF caused me to need to re-load the approach three times; which is challenging in single-pilot operations. I never felt unaware of my position or the position of the terrain. However; the verbal instructions from the Approach Controller and his tone of voice made me decide to file this report.




Synopsis: GA pilot reported being given a low altitude alert by ATC in the vicinity of DNN airport.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Conflict Ground Conflict; Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right brake failed on the high speed taxiway as we were expediting [off the runway]. Right brake failed and instructor was able to bring the aircraft to a stop narrowly missing other aircraft on the ramp.




Synopsis: A flight instructor reported taking control of a C172 when the right brake failed while on the high speed taxi exit from the runway; and stopped near aircraft parked on the ramp.
Date: 201505
Location: PHL.Airport, PA
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B PHL
ATC / advisory: TRACON PHL
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A drone was seen about 100 feet from right wing.




Synopsis: PA28 pilot reports sighting a drone near PHL at 3;000 feet.
Date: 201711
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: MD-88
Operator: Air Carrier
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft X and Aircraft Y were on opposite courses and were going to be in close proximity; separated by 500 vertical feet. I called traffic; Aircraft Y reported Aircraft X in sight. Before targets were closer than 5 miles apart; I issued a descent to Aircraft X to increase vertical separation. He said he was initiating a climb in response to an RA. I said to him 'I don't think you want to do that.' Aircraft X did not climb.I could have done a better job to avoid the TCAS event. The fact that TCAS told him to climb in that event was startling to me.




Synopsis: Air Traffic Controller reported that he advised an MD-88 crew to descend to clear opposing traffic. MD-88 crew complied despite receiving a TCAS RA to climb.
Date: 202007
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Electronic Library (other than Nav database)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Company Policy
Primary problem: Chart Or Publication

Narrative: The dispatch paperwork for our flight contained 119 NOTAMs. Those NOTAMs filled 12 1/3 pages of standard 8 1/2 x 11 paper. Connected end-to-end; these NOTAMs stretched to 11 1/3 feet. That is a lot of information; all of which the PIC of a flight is required by 14 CFR 91 to read; understand; absorb; and apply. Oh; and let's not forget that all of it is written in cryptic code developed 70 years ago to accommodate the limited bandwidth of mid-twentieth century teletype technology. Recall the near-disaster event when an Air Carrier Y almost landed on a taxiway occupied by several wide body aircraft at SFO; missing a collision by mere seconds. A finding in that event was that the abundance of NOTAMs; and the fact that they were presented in a format which does not lend to assessment by importance or risk by the flight crew resulted in the crew failing to notice a runway closure; which factored in the event. Thankfully; the industry has developed weather planning and assessment tools in formats which recognize human factors; are intuitive; and easy to apply to pilot decision making. It is well past the time when the FAA should do the same with the NOTAM system. Present NOTAMs graphically when applicable. Move from cryptic coding to an intuitive presentation of information. Prioritize NOTAMs by risk.




Synopsis: Air carrier Captain reported the NOTAM format needs many improvements for safety reasons.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: On departure gear handle would not move to the up position. Had First Officer enter a hold at 9;000 FT while I ran the checklist for gear control handle will not move to the up position. This check list told us to move the j-hook manually and raise the gear handle. When I did this the gear in transit light illuminated and the gear warning horn sounded; but the 3 green lights remained illuminated. The check list told me if gear failed to retract then put the gear handle back down. When I did this the audible and visual warnings stopped; the whole time 3 green stayed illuminated. We continued a climb in VFR conditions to 9;000 FT to get above turbulence and requested a hold over the VOR with Center. Here we trouble shot the gear problem by reducing the power levers below 89%; extending flaps beyond 17 degrees and set the GPWS/TAWS to 50 FT and received no indications that the gear was not down and locked. The whole time the 3 green landing lights remained illuminated. While in the hold over the VOR the CDI needle failed on the First Officer's side. I had the First Officer continue to fly the hold using the RMI needles on his GPWS/TAWS. Keeping in mind that we were holding in VFR conditions we briefed the visual approach to 30; then when we went to get updated winds from the local ASOS the ASOS had failed. We contacted Operations and had them relay the weather to us via the phone. The Fire Department rolled the fire truck for us for our landing and as we flew overhead we had them visually check that all 3 gears appeared down. We requested they stand by but did not declare an emergency. We landed without incident and taxied back to the ramp where we unloaded out passengers. As a new Captain I tried to take my time in the hold and troubleshoot as much as I could beyond the checklist. Once we received permission from Maintenance and Dispatch to return we landed without incident.




Synopsis: BE1900 Captain reports not being able to move the landing gear handle to the up position after takeoff. Flight returns to departure airport for an uneventful landing.
Date: 201908
Local time of day: 1801-2400
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Orion (P3)
Operator: Military
Flight plan: IFR
Mission: Training
Airspace: Class D JAC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Airspace Structure; ATC Equipment / Nav Facility / Buildings
Primary problem: Airspace Structure

Narrative: Aircraft X was executing the missed approach off Runway 19 at JAC. He was then going to pick up his new IFR clearance. I noticed a VFR aircraft southeast of JAC turning and heading north. I transmitted in the blind to alert the VFR aircraft that there would be an aircraft departing JAC. Aircraft X departed on his planned missed approach and I climbed him through the altitude of the VFR target because we have no alternative due to the terrain around JAC. I gave a traffic call to Aircraft X and he found the aircraft on his TCAS. He was forced to stop his climb below the minimum IFR Altitude while on the missed approach off JAC.JAC Tower must have a radar display to assist us separating the VFR from IFR traffic around JAC. We must have airspace requirements for a defined area requiring VFR aircraft to be in contact with Tower within that area. These VFR aircraft around JAC are sightseeing and not looking for traffic; not required to be in radio contact with ATC and too frequently are in direct conflict with IFR traffic into and out of JAC. This is an immediate safety problem not being dealt with by the FAA. There will be a midair over the town of Jackson Hole someday if nothing is done. There is nothing we as controllers can do but call traffic and hope they don't hit below our minimum IFR altitude around JAC. This is my second report regarding this dangerous issue.




Synopsis: ZLC Center Controller could not vector an aircraft away from conflicting VFR traffic.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; 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 Maintenance
Detector: Person Passenger
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Passenger seated over left wing area advised crew with picture of possible damage to left forward wing area. After passengers deplaned; Captain and First Officer examined photo and over wing area and determined that there looked to be possible delamination of outboard left wing slat area. Captain called Maintenance in ZZZ and filed a report. Maintenance came out to inspect and found large area by left wing outboard slat had indeed delaminated and tore out areas of honeycomb structure. Pictures taken. Aircraft taken out of service per Maintenance Control.




Synopsis: B767 Captain reported the aircraft was removed from service after a passenger provided photographs of a wing slat delamination issue.
Date: 201409
Local time of day: 1201-1800
Location: HSV.Airport, AL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C HSV
ATC / advisory: Tower HSV
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Was given initial direction by HSV Approach to land 36L. I confirmed directions; switched to Tower as directed by Approach after making visual with 36R. I was in the process of landing on 36R when; approximately one mile out; tower called to verify that I was supposed to be landing on 36L as it appeared that I was setting up to land on 36R which was currently a closed runway. I confirmed that I was incorrectly lined up for 36R; took corrective action; flew over to 36L and landed. My error was that; when creating my cross-country flight log and airport diagram; I did not draw the parallel runway due to 18L-36R being closed. When I looked at my flight log for runway verification I did not have the parallel runway drawn and therefore did not look to differentiate 36L and 36R. Once I made visual with 36R I never looked for a parallel runway. Had I paid more attention to my Sectional; or if I had correctly drawn both the active and inactive runways; or if I had utilized an official version of the AFD; I would have known to look for the correct runway.




Synopsis: A newly minted Private Pilot on a cross country to HSV lined up on closed Runway 36R vice Runway 36L for landing. The Tower intervened and appropriate advisories and course adjustments prevented an incident.
Date: 201510
Local time of day: 0001-0600
Location: LIT.Airport, AR
Flight conditions: VMC
Light: Night
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower LIT
Reporter organization: Government
Reporter function: Local; Trainee
Reporter qualification: Air Traffic Control Developmental
Human factors: Training / Qualification; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Airport
Primary problem: Environment - Non Weather Related

Narrative: [TRACON] called and informed me Aircraft X was inbound with a left main gear issue. I informed the CIC (Controller in Charge) of problem. Aircraft X called approximately 6 miles east of the field; I cleared Aircraft X to land. Aircraft X called on about 3 mile final and asked if we had the runway lights turned up; the pilot was searching for the runway. We turned the lights on the highest setting. I asked Aircraft X if he had the runway in sight; he said he has it now. On short final Aircraft X asked if he was ok where he is landing with the green center line lights; I told him affirmative. After Aircraft X landed the CIC informed me that he had landed on a Taxiway.I've been trying to think about what could have happened differently to prevent this from happening. Looking back; when Aircraft X was unsure where to land on short final I should have sent him around. I could have turned all of the airport lighting off except for the runway lights. It appeared he was on course for the runway. At night it is difficult to tell. We didn't know that the lowest settings would turn off the lights for the runway. We could have used the setting for one mile instead.




Synopsis: Aircraft landed on taxiway at night. Pilot asked Tower if they were lined up with the runway. At night with the current light settings it appeared to the reporter that the aircraft was aligned with the runway.
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: M-20 E Super 21
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Preflight complete; full fuel; sumped both tanks one hour after fill-up; no contamination; full runup; with no anomalies; short field takeoff; no performance deficiencies; initial climbout uneventful; retracted gear and flaps. Engine suddenly quit at about 1;500 feet AGL; pilot and co-pilot performed emergency flow checklist at least three times; no anomalies; troubleshooting unsuccessful; obvious that immediate landing was necessary; unsafe to return to airport; selected level alfalfa field as safest alternative. Extended gear; performed approach at nominal airspeeds into the wind; ground roll 880 feet. No injuries; no apparent damage to aircraft or property on the ground. Aircraft towed back to airport with assistance of local law-enforcement; fire authorities; and Airport Management. Cause of engine failure still unknown. Mechanic detected missing screw in mixture/servo/fuel injection system; expected to know more within days.




Synopsis: M20 pilot experiences an engine failure at 1;500 AGL after takeoff. The engine cannot be restarted and landing in a field is deemed the best option which is accomplished without damage.