elihoole/asrs-aviation-reports huggingface dataset:
Date: 201705
Local time of day: 1201-1800
Location: DLH.Airport, MN
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D DLH
ATC / advisory: TRACON DLH
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Sea; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was flying a scenic hillside from east to west. The elevation of DYT is 603 MSL and DLH is 1428 MSL. I contacted Approach control after taking off and was given a squawk code and told them my intentions. I keep in radio contact the whole flight. Because of the close proximity of the 2 airports; and differing elevations/pattern altitudes; and from densely to sparsely populated areas; I was trying to stay out of the traffic patterns of the two airports and maintain my height above ground requirements. Approach control told me I had traffic at 11 o'clock as I was flying SW. I responded that I was looking but did not have them in sight.  Then ATC said traffic was at 12 o'clock. I saw the traffic at what looked my same altitude traveling west. We were more than 1 mile apart but I turned SE and descended a few hundred feet. There was also a regional airliner approaching DLH that Approach control was talking to so I didn't want to climb into the Turbine Aircraft Pattern altitude. There was never a 'Close Call' but I may have descended below my 1000 ft AGL; I'm not sure. The terrain was sloping towards Lake Superior so it was hard to tell. The whole flight was difficult to stay out of the traffic patterns of 3 airports located within 8 miles of each other DYT; DLH; and SUW. I think that I should have contacted Approach control and ask what altitude would work best for them for the entire flight and stick with that altitude.




Synopsis: GA pilot reported difficulty operating in an area between several airports without encroaching upon the associated traffic patterns.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: DC Generation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About an hour into the flight a STATUS message come up on the EICAS (Engine Indicating and Crew Alerting System). It showed 5 channels on the 28V DC electrical system had failed. I SATCOM'd (Satellite Communication) Dispatch who patched me into Tech Services. He looked up the STATUS messages and replied that 4 of the 5 were placard-able but was not sure of the 5th. I told him to look it up and be sure but also keep in mind that we were on our way on a 14 hour flight to ZZZZ and that we were planned over [country] and that a diversion over that part of the world would be a major issue and be avoided. He acknowledged. A couple minutes later he came back and said that the 5th channel was not placard-able and that we needed to bring the airplane back to ZZZ. We all agreed that was the safest course of action and we initiated a return to ZZZ. Along the way we made our predicament known to ATC (Air Traffic Control); PA (Public Address) to the passengers; went through all required checklists and prepared for an overweight landing. We descended to FL210 (21;000 ft) from 360 (36;000 ft) so as to dramatically increase fuel burn before arrival to minimize our weight along the way. 15 minutes later I got a call from Dispatch who said that they had changed their mind and to continue on to ZZZZ. I found that advisement incredible and they repeated the message. I advised the Dispatcher to tell whoever came up with that assessment and advisement that it was too late. We had already advised ATC (Air Traffic Control); the passengers; crew; as well as off our fuel and flight plan profile-it simply could not be done. I found this lack of judgment absolutely incredible. We continued on to ZZZ and [notified] ATC for our overweight landing. Landing was successful and no further issues and parked the airplane. System failure-nothing more can be said. However advising reversing a maintenance decision and advising us to reverse a diversion already in progress is simply asinine and unsafe. I still can't believe that someone actually expected us to do such an incredibly foolish action. Enough said.




Synopsis: Flight Crew flying 787-800 encountered electrical system failure.
Date: 201310
Local time of day: 1201-1800
Location: EDE.Airport, NC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF EDE
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Ground Event / Encounter Object; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Upon completion of rollout after an uneventful landing on Runway 19 at the Northeast Regional Airport in Edenton; NC; I exited the runway on Taxiway Bravo to the left. Taxiway Bravo connects with the parallel Taxiway Delta. During my right turn from Taxiway Bravo onto Taxiway Delta I allowed myself to become distracted by ramp construction occurring along Taxiway Delta. As a result I cut the turn from Taxiway Bravo to Taxiway Delta short and clipped two non-standard solar taxi lights with my right propeller. Acknowledging that this would not have happened if the airplane was in the middle of the taxiway; where it was supposed to be; the design of these non standard solar lights is an issue for the following reasons:1) They are substantially taller than standard taxiway lights by a good 3 inches. Upon testing I determined that my prop most likely would have missed the top of a standard taxiway light. 2) Although the body of these lights is plastic; they are mounted on a round metal plate which is mounted on top of a metal pipe several inches long which then mounts into the base. It was the metal plate that did the most damage to my prop. If the plastic lights were mounted directly to a plastic pipe there would be less damage done upon striking them. 3) The body of the solar lights is formed from a gray plastic that nearly mimics the pavement color they are fastened to. In effect; they blend into the pavement background. I feel they should be painted with a 'Day-Glo' orange retro reflective paint to make them more visible.




Synopsis: Small aircraft pilot reports being distracted during taxi and striking a solar taxiway light with his propeller at EDE. Reporter believes that the extra height of these lights; their partial metal construction and grey color blended in with the taxiway.
Date: 202102
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Workload; Training / Qualification; Situational Awareness; Human-Machine Interface; Distraction; Communication Breakdown
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Software and Automation
Primary problem: Human Factors

Narrative: At 10;000 ft. cleared direct ZZZZZ and cleared visual RWY XXL ZZZ. We both agreed 8;000 ft. was a safe altitude due to terrain then 7;000 ft. after clearing the hills. Flying pilot; FO (First Officer); set 8;000 ft. then 7;000 ft. in the altitude window. It seemed we were high since we delayed the descent so we were trying to get down. I did not notice the altitude was set to 6;000 ft. Approaching ZZZZZ I realized we were low and told the FO to stop the descent. We climbed slightly and joined the Glideslope to continue the approach. We did not get any terrain warnings but it was concerning that we descended lower than anticipated at night into a high altitude airport.The FO was low time in the airplane and had just came back from a 5 year absence. I did not realize he was behind a bit on the automation. While I was trying to figure out what he was doing I lost situational awareness even though we had discussed safe altitudes. It was also the third leg we had flown that day so we were both tired.I was overly depending on the automation to help reduce the work load for both of us. The automation will only help if it is programed correctly so a person has to be very careful to cross check all available information. From now on I think it is best to request an instrument approach when it's dark going into airports you're not 100 percent familiar with. From now on I will at the very least request to join the visual further out on the instrument approach course in order to get more stabilized.




Synopsis: Air carrier flight crew reported descending too low while conducting an approach at night.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Private; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing on Runway XXL in ZZZ with my student; the airplane lost the differential braking hydraulic system on the right side; going all the way to the left unable to stop the airplane to maintain centerline. Finally; I cut the mixture to stop the airplane getting into the grass next to taxiway Delta. The incident was reported to Ground Control who assisted me at all times. No damage was reported.




Synopsis: Cessna 152 instructor pilot reported a braking anomaly after landing; causing the aircraft to nearly exit the runway surface.
Date: 201812
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
ATC / advisory: Tower ZZZ
Aircraft component: Indicating and Warning - Flight & Navigation Systems
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing ZZZ after takeoff aircraft was stuck in SRS (Speed Reference System) mode; unable to make flight director select a heading or NAV mode. Shortly thereafter; received ECAM for Eng 1 Reverser fault followed by Anti-Ice Capt Pitot. My ADI displayed the side stick position indicator as if we were on the ground followed by an electrical disturbance in the number one radio. The aircraft cycled into and out of ground mode as indicated by the side stick position indicator cycling on and off inflight. Each time it cycled; I could hear a clicking sound; like an electrical short in my headset. Ran QRH procedures for the reverser and pitot heat. We then [advised ATC] and Dispatch of our plan to return to ZZZ due to Eng 1 Reverser fault. I spoke to the flight attendants and the passengers to advise them of the issue. I gave the flight attendants the TEST and advised not to prep the cabin for an evacuation. On approach; when gear was selected down we received a LGCIU (Landing Gear Control Interface Unit) 1 fault; following the ECAM we continued for an overweight landing at 138.0 lbs with a smooth touchdown and hardly any braking. We referenced the QRH for the LGCIU ECAM before landing. We also referenced the QRH for landing/go around performance numbers. We exited the runway; had the Fire Chief inspect the aircraft for any obvious issues. We then taxied to the gate. Taxiing to the gate; several other lights and ECAM's came up and were entered in to the logbook. At the gate; I phoned the Chief Pilot and  Maintenance Control.


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


Synopsis: A319 flight crew reported returning to the departure airport due to multiple ECAM warnings accompanied with cycling between air-ground modes immediately after departure.
Date: 201908
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure
Anomaly: Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft encountered a large flock of birds on takeoff roll at approximately 90 kts. Numerous birds were hit. We felt and heard numerous bird strikes; and heard a very loud pop sounding similar to a compressor stall; with accompanying yaw to the right. I immediately rejected the takeoff and [the] First Officer notified Tower and announced over the PA 'Remain Seated' once we determined an evacuation was not necessary. We exited the runway at taxiway Charlie. [The First Officer] immediately talked with the flight attendants over the intercom to determine the state of the cabin. I analyzed the brake temperature; highest was at 2; 30 minutes after the event; and verified the absence of fire/smoke. Once we determined it was safe to taxi we returned to the gate. The crew worked together very well. Upon inspection it was determined we had ingested at least 4 herons into the number 2 engine; 1 into the number 1 engine as well; [and] struck several other birds in the vicinity of the landing gear wheelwell.




Synopsis: Air carrier Captain reported rejected takeoff due to multiple bird strikes during takeoff roll.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Troubleshooting; Training / Qualification; Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: After executing a missed approach due to weather below landing minimums (was reported above minimums before starting approach) we lost center hydraulic system quantity indicated by EICAS messages and warning lights. Center hydraulic quantity went to 06 percent. Completed QRH procedure; declared emergency with ATC; and diverted to a nearby airport. Landed on a long runway and stopped on the runway. Unable to taxi off the runway due to inoperative nose wheel steering. [I] waited on runway for approximately 45 minutes until towed to a gate by company ground personnel. My only issue is the amount of time we closed a runway at a very busy airport. Getting a tow vehicle over to us should have been a higher priority to company ground personnel.




Synopsis: A B767-300 center hydraulic system failed after a low visibility missed approach so an emergency was declared and the flight diverted to a nearby airport where they waited on the runway for a tow vehicle because the nose wheel steering was inoperative.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Citation II S2/Bravo (C550)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Super King Air 200
Reporter organization: Government
Reporter function: Local
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
Primary problem: Human Factors

Narrative: A BE20 was on the ILS to Runway 4 on 2 mile final in VMC conditions. The Ground Controller had only been on position a few minutes. Ground Control issued taxi instructions to the pilot of a C550;'Runway 30L taxi via E and Runway 4.'  As the C550 was turning onto Runway 4 at taxi E the Ground Controller asked me what runway we were on? I said Runway 4. He immediately told the pilot of the C550 to cross Runway 4 at E and taxi to Runway 4. The BE20 was on a 2 mile final. I was standing up facing the runway and scanning; because it was VMC I feel like I would have caught the incursion and taken appropriate action. If it had been low visibility the 2 aircraft would have hit on the runway. This is the second occurrence with this Controller in the last few weeks. There seems to be a lack of awareness on this Controller's part that has to be addressed.




Synopsis: Tower Controller observed the Ground Controller utilize an active runway for taxi without securing approval from the Local Controller; the reporter questioning the Ground Controller's vigilance.
Date: 201905
Local time of day: 1201-1800
Location: LAX.Airport, CA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: About eight miles in trail of a heavy B777; we experienced wake turbulence that upset the aircraft. The aircraft rolled uncommanded multiple times left and right up to 30-45 degrees. Pilot Flying disengaged the autopilot at the first uncommanded roll and hand flew the aircraft. Pilot Flying had the Pilot Monitoring cancel the IAP clearance; and we got vectors back around to [Runway] 25L for an uneventful approach and landing. After landing; the A Flight Attendant notified us the B Flight Attendant was injured due to the turbulence. We called for a Supervisor to meet us. She apparently fell and hit her head on one of the door handles in the rear of the aircraft. Flight Attendant B was able to secure herself in her seat for landing. Paramedics/medical attention was not requested by the injured Flight Attendant. We inquired of the flight attendants if medical attention was needed; they said it was not. We received a replacement Flight Attendant in LAX and the Captain spoke with the Operations' Center Chief Pilot about what happened.


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


Synopsis: B737-700 flight crew reported encountering wake turbulence on arrival into LAX in trail of a B777 that resulted in multiple 30 to 45 degree rolls in both directions. A Flight Attendant sustained minor injuries in the encounter.