elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 0001-0600
Location: LGA.Tower, NY
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B LGA
ATC / advisory: Tower LGA
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Weather; Aircraft; Human Factors
Primary problem: Weather

Narrative: During post flight debrief [of our approach we discussed] that every parameter was stable except flaps were still at Flaps 15 at 1;000 AGL. Vertical speed; airspeed; angle of attack; and N1 were all 'Stable' and flaps at touchdown were at final landing setting of 30 degrees and all parameters were stable at that point. I stated that my intent had been to comply with our Manual's definition of a Stable Approach and if that didn't occur when it was supposed to it was unintentional. I felt we were always safe and stable during the approach and landing and with my attention focused outside during a high workload time I thought at the time I was meeting the parameters for 'Stable.'  ATC had us maintain a speed of 160 knots for a long distance on final which required Flap 15/Speed 160 knots for a long period of time. We also had a high 'Wind Additive' because of gusty surface winds. I was very focused on the tight spacing with the aircraft ahead of us and if he would clear the runway as well as the aircraft that was rolling on the crossing runway that would clear the intersection with our runway just before our touchdown as well as not wanting to 'mess up' the aircraft spaced behind us. I'm certain all of these factors distracted me from calling for our final landing flap setting of 30 when I should have. A further contribution was that during my quick scans inside my airspeed was already reading the selected landing speed which was right at the same speed ATC had us maintain for our long final approach at Flaps 15.


Second narrative: [No additional information was provided].


Synopsis: A B737 flight crew; maintaining an assigned airspeed of 160 knots with 15 degrees of flap on a long final failed to select landing flaps at 1;000 AGL per stabilized approach criteria requirements.  High surface winds had increased their planned Vref to that same 160 knots which delayed their observation.  Landing flaps were; however; in place for landing.
Date: 201407
Local time of day: 1801-2400
Location: LIH.Tower, HI
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: Initial Approach
Airspace: Class D LIH
ATC / advisory: Tower LIH
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft TA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were entering a right base leg for Runway 3 in Lihue. About 5 miles out the Tower pointed us as traffic to a departing helicopter. The helicopter said they had us in sight. The Tower told the helicopter to remain clear of us and to pass behind us.  We just passed the centerline of Runway 35 fully configured for landing all lights on and approximately 1;000 FT. As we approached the middle of the bay and were descending we had TCAS traffic; the TCAS symbol was red; 200 FT below us and in a climb. The TCAS symbol was overlapping our airplane symbol on our PFD.  The First Officer called the traffic and said it looked like it was heading towards us. I stopped descending until we were clear of the traffic.  Once clear we were now high on the approach and had to bank sharper than normal to turn final. We stabilized about 400 FT and made a normal landing. It was determined that an event occurred because our TCAS alerted us 'TRAFFIC ; TRAFFIC.' Also by the TCAS symbol of the helicopter being RED; 200 FT below us and CLIMBING; and visually seeing it in what looked like it was turning towards us. This is the second day in a row that this has happened. It was exactly the same scenario i.e.: the Tower pointed us out to the helicopter. The helicopter pilot reported us in sight. The Tower told the helicopter pilot to maintain visual separation. The helicopters are flying right into or near our final approach path. If they know that we have to fly our base leg through the bay area; they should not be allowed to depart through the bay and more separation is required.  It's not good enough that they see us and we don't see them until we get a TCAS TA or RA. We are below 1;000 FT and don't have much room to deviate to avoid a collision. Once we received the TCAS warning we stopped descending extended our base leg and turned final later. Keep the helicopters further away from the approach area when an airplane is on approach.




Synopsis: Air carrier Captain reports an airborne conflict with a helicopter that had been instructed to maintain visual separation during departure as the reporter was on a visual approach at LIH.
Date: 201812
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Other Petsafe inbound runner
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I arrived at this aircraft as a Petsafe Inbound Runner and parked at the rear of the plane. The DSTG [Departure Staging Guide] indicated the animal was loaded in the rear of the plane as required by regulations for this aircraft type (A319). After finding nothing in the rear of the plane; I was alerted by the gate crew that the animal was loaded in the front (pit 2). The animal was alive and alert; but I reported the information to my Lead who reported it to our Supervisor. I researched the weather and the station temperature was in the low 20's when the aircraft was loaded. I find it a miracle that this dog wasn't DOA.




Synopsis: Ground personnel reported pet erroneously loaded in wrong cargo pit.
Date: 201708
Local time of day: 0601-1200
Location: PUB.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: East of La Veta Pass at 11;500 a discharge on ammeter was noted. Cross checked ammeter with graphic engine monitor and determined no output from alternator. Master switch recycled; all circuit breakers checked; alternator still offline. At this time I was in contact with Denver center on a discretionary code (flight following). Decision made to divert to PUB for maintenance. Decision also made to lower the landing gear to avoid having to lower manually. Gear lowered and depleted remaining power. All avionics went offline including comm/gps/transponder. Separate 'stratus' ADS-B used to show navigation and traffic; plus current conditions at PUB on an ipad. Entered PUB traffic pattern on a downwind leg; observed green light from tower and entered left base for landing while watching for light gun signals and traffic. Taxied to FBO while observing flashing green tower light. Tower indicated they had been informed by Denver Center of our landing at PUB.




Synopsis: C210 pilot reported the complete loss of electrical power due to a failed alternator; and elected to divert to a nearby suitable airport where a successful landing was accomplished.
Date: 201304
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Horizontal Stabilizer Trim
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During take off roll at 60 knots; the unscheduled Stab Trim light illuminated along with Master Caution and aural warning. Takeoff was aborted and we returned to the gate for maintenance inspection.




Synopsis: A B767-200 unscheduled STAB TRIM light; Master Caution and aural warning alerted at 60 knots during takeoff so the takeoff was rejected and the aircraft returned to the gate for maintenance.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after leveling off at FL390; Captain's ADI failed. Control of aircraft was transferred to PM (Pilot Monitoring). Within approximately 10 minutes of ADI failure; a strong electrical odor permeated the cockpit. Oxygen masks where donned and communication established between PF (Pilot Flying) and PM. After a brief discussion concerning the possibility of a cockpit electrical fire; a decision was made to [advise ATC] and divert aircraft to ZZZ. While performing all pertinent checklists; aircraft was maneuvered for a rapid decent and normal landing on Runway XXC at ZZZ. Upon completion of landing roll-out; the ZZZ Fire Crash crew advised of no visible signs of smoke or fire. Oxygen masks were removed with no noticeable electrical odor remaining in cockpit. An uneventful taxi and engine shutdown at NE (northeast) cargo ramp was performed.




Synopsis: B767 Captain reported failure of Attitude Director Indicator and electrical odor in the cockpit; prompting a diversion and landing.
Date: 201303
Local time of day: 0601-1200
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp CLT
Second aircraft: Medium Large Transport
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We had arrived on Runway 18R in CLT and were working our way to the gate. We contacted Ramp Control and entered the southeastern part of the ramp and were asked to hold on the south of the ramp; heading east; [and] short of Bravo. Moments after we set the parking brake we both saw a Regional Jet pass extremely close to us on our left hand side at a high rate of speed. I looked at his nosewheel and saw that he was well to the right of the yellow taxi line; toward us. I estimate he was at least 15 feet to the right of the taxi line. I believe he was close enough that his winglet passed underneath our wing. That winglet looked very; very close as it went whizzing past us. I called the Ramp Controller to tell him what had happened. He told me he would call their operations people. Thirty seconds later he called me back with their flight number.We get used to seeing Regional Jet's and other Carriers B737's taxiing at high rates of speed but this was unusual. This aircraft then zigzagged between two other parked airplanes in his hurry to the gate. His close pass to us was one of the most irresponsible actions I've witnessed in 37 years of flying. Both the Captain and I were pretty rattled by this close call. Commercial aviation safety is all about making choices that minimize exposure. One of the pleasures of working at my Air Carrier is the safety consciousness and conservatism that comes from such a senior pilot group. We don't have any cowboys here any longer. The Captain and I were flying an $87 million dollar airplane which could have been severely damaged by this incident; dumping hundreds of pounds of fuel on the ramp; causing millions of dollars of damage and disrupting the flight schedule for months. And all of it completely; totally avoidable. We were just lucky; and so was the guy driving that Regional Jet.




Synopsis: An Air Carrier First Officer reported a Regional Jet's winglet passed extremely close; if not under; his stationary aircraft's wingtip and then continued between two other aircraft as it sped to its CLT gate.
Date: 201701
Local time of day: 1201-1800
Location: LAX.Airport, CA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B LAX
ATC / advisory: Tower LAX
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During landing flare at approximately 20 feet above ground on runway 25L at LAX I executed a go-around. This was caused by a Heavy on the taxiway A2 facing south and entering the ramp powering up both engines to enter the ramp. The jet blast forced me from the centerline of the runway towards the parallel runway 25R. A normal go around was executed followed by a normal approach and landing.The pilot should not have used so much thrust while facing south. Pay very close attention to the ramp at LAX and plan accordingly.




Synopsis: B737-800 Captain reported a go around due to the jet blast from a taxiing aircraft blew his aircraft off runway centerline.
Date: 202201
Local time of day: 1801-2400
Location: SEA.Airport, WA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SEA
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Troubleshooting; Workload
Anomaly: Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport; Environment - Non Weather Related
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: After landing [Runway] 16R; were given instructions to back taxi on [Runway] 16C to Taxiway M; and hold on [Taxiway] M. While there are taxiway signs when taxiing in that direction there is no plastic insert with a taxiway designation when you are taxiing northbound on [Runway] 16C. In fact; there are several locations where this exists all over the airport. I suspect it is due to times long ago when operations such as back taxiing did not occur; probably before the installation of [Runway] 16R. It is very challenging to see surface paint when there is any rain; let along moderate to heavy rain like this particular evening; illuminated signs would be very helpful.  It would be a nice safety project to add these taxiway signs to facilitate turning off at the right locations. Please add these signs for ease in determining where you are.




Synopsis: Air Carrier Captain reported there is a need for taxiway signage (plastic inserts) at SEA on Runway 16C northbound. Illuminated signs would be helpful on a rainy evening.
Date: 201705
Local time of day: 1801-2400
Location: MIA.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 5
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B MIA
ATC / advisory: Tower MIA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While in the flare for Runway 8L; we hit some wake turbulence from plane arriving runway 12. Pilot flying corrected but touched down firmly. The following day Quality Assurance contacted me and said because of landing force and 5 degrees of roll combined it qualified as a hard landing. Notified Chief Pilots and FAA.




Synopsis: B767 Captain reported a hard landing resulted when they encountered wake turbulence in the flare for landing on MIA Runway 8L.
Date: 201910
Local time of day: 1201-1800
Location: CLT.TRACON, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B CLT
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Procedure

Narrative: The plane had the LH AIRCOND PACK OPTION 2 INOP and we knew we had to do a Bleed Closed take off per the MEL. We also realized that switching the Bleeds from the APU to the ENGs was slightly different from the normal procedure. Upon takeoff the Captain who was the pilot flying called for flaps up after takeoff checklist. Upon going through the flow both of us we focusing on switching the bleeds per the way the MEL called for. Upon focusing on the bleed swap I forgot to tell him to reduce thrust to 60% N1. When we swapped the bleeds we got RH PACK HITEMP and we both knew it was because we forgot to reduce the thrust. We called ATC to cancel the climb and I got the QRH and went through the steps to try to get it back on. I also called the Flight Attendant in the back to let them know of the situation. When the pack wouldn't come back on we asked operations/ Maintenance on what help they could provide to get the pack back on. Also ATC gave us a heading and an altitude of 8;000 ft. Until we could get the pack back on or determine what operations wants us to do; while we also tried to see if we had the gas to make if they told us to continue. Operations then sent us an ACARS message to return back to CLT. We asked for vectors for the ILS 36R and shot the visual backed up with the ILS. Landing setup and procedures and taxi were all normal and per the standard.




Synopsis: CRJ-200 First Officer reported omitting a step during takeoff; requiring an air turn back.