elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Relief Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Bird / Animal
Detector: Automation Aircraft Other Automation; 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: When we rotated we had a bird strike at approximately 50 feet AFE (Above Field Elevation). We saw the bird only a moment before we struck it. There were two birds together; one dove low; and the one that struck the aircraft stayed at the same height. When we passed the birds; we felt a large vibration; heard an audible change in engine sound; and at a safe altitude verified that there was indeed a large indicated N2 vibration on the #4 engine. We advised ATC; and at a safe altitude; we cleaned up the aircraft to flaps 1; and approximately 230 knots; and leveled off at 4000 feet with ATC's concurrence.   As a group; we delegated work load. The Captain (Pilot Flying) controlled the a/c; the First Officer (Pilot Monitoring) handled the left radio (ATC) and myself in the observers seat contacted our Dispatcher via SATCOM. Once initial contact was established and the First Officer took control of the a/c the Captain joined the call. As a group we decided that the vibration would be an issue that would prevent us from continuing to destination and the engine would not be shut down because at idle the vibration was within acceptable limits; and a return was the best course of action. The SATCOM was disconnected from the company and we advised ATC that we would be returning; and original pilot duties were resumed. We were given a hold and a climb to 6000 ft. Once in the hold and at our assigned altitude; we began a planned fuel jettison following the checklist to get below our max landing weight. We Jettisoned fuel from approximately 76;000 kgs to 34;000 kgs. After the fuel jettison checklist was completed; we advised approach that we were ready for vectors to the ILS. A normal approach and landing were executed with all 4 engines under our max landing weight and once on the ground we secured the #4 engine.




Synopsis: B747 Relief Pilot described a bird strike on takeoff that damaged the number four engine. After consulting with the company the crew elects to return to the departure airport after dumping fuel down to maximum landing weight.
Date: 202003
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On ILS 24R approach in VMC to LAX passed small object at our altitude 2 nm outside the FAF JETSA. The object passed down the left side (south) of the aircraft at close range; but we did not hit the object. Due to its size and our speed we were unable to tell if it was a balloon or a drone. Reported event on VHF to ATC (LAX North Tower) and phone to [Chief Pilot].




Synopsis: B737 Captain reported a NMAC with a UAV on approach to LAX.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: Small Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
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 Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Level at 11;000 feet MSL in cruise for about 2 min when CAS (Crew Alerting System) alert sounded and left MAP (Manifold Absolute Pressure) went to 58'. Props remained at cruise setting.  CAS messages were 'Hi MAP and Hi fuel pressure'.  I reduced the left throttle lever to stabilize the engine to about 70% power which brought the lever to 60% or more towards idle. I descended to 7;000 feet to see if engine would stabilize back to normal without success.  I then returned to ZZZ. The throttles remained split until landing where they matched at idle with both engines at idle. Returned passengers to the gate. None of passengers seemed distraught or concerned.




Synopsis: Pilot reported engine malfunction occurred during cruise flight that resulted in an air turn back.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Initial Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In approach phase of flight to ZZZ; experienced total electrical system failure. Entered pattern without confirmation that gear was down and locked due to loss of indicator lights. Executed emergency deployment of gear. Bounced the nose several times to try to lock nose gear. Executed visual final approach and touched down on main gear on runway center-line. During rollout; nose wheel collapsed resulting in a propeller strike. Maintained aircraft on the runway until stopped then shut down all systems and exited the aircraft. Post-landing examination revealed that aircraft experienced no reportable damage.




Synopsis: PA-32 pilot reported experiencing electrical failure in flight and nose wheel collapse on landing after emergency deployment of the landing gear.
Date: 201606
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Cabin Crew Seat
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: I flew this aircraft once again and it is not possible to remove this oxygen bottle from its housing let alone put it back. The seat is too close to the bottles; and it is a safety issue not being able to access these bottles in a timely fashion. Please address this issue on A319 Aircraft. Thank you.




Synopsis: Flight Attendant commented that a particular aircraft cabin crew jump seat is positioned so as to restrict appropriate access to oxygen bottle.
Date: 202009
Local time of day: 1201-1800
Location: AFW.Tower, TX
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B DFW; Class D AFW
ATC / advisory: Tower AFW
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: Aircraft X was on left downwind for a visual approach to Runway 16L at 030.  An unknown VFR aircraft was approximately 5 miles north east of AFW at 025 not talking to AFW Tower.  Local issued traffic to Aircraft X.  Aircraft X climbed to 035 back into Class B airspace. Aircraft X advised that they climbed for the VFR traffic.  Aircraft X said they did respond to an RA and had the traffic in sight.  D10 was notified that Aircraft X responded to the RA; local asked Aircraft X intentions and they said to continue to land.  Local cleared Aircraft X to land Runway 16L. However Aircraft X ended up going around on short final and was issued runway heading maintain 030.  Aircraft X was re-sequenced by D10 and landed on Runway 16L without further incident.This continues to happen in this area.  The Class Bravo north of AFW at 030 and our Class Delta airspace VFR traffic seems to be funneled to this area at 025.  Aircraft X was on a visual; but many times aircraft on the ILS are in conflict with VFR aircraft at 025 as they cross WIGZU. AFW airport continues to conduct pilot outreach to have these VFR pilots to contact us in this area so we could provide traffic advisories. Yet it still continues to happen. Since July 1st we have logged over 50 occasions where aircraft have been in close proximity in this area.  Each occasion required traffic advisories or safety alerts.  Several times these incidents have resulted in TCAS advisories or aircraft being forced to execute go-arounds like in the occurrence today.  We need to be able to talk to these VFR aircraft.  The Delta airspace should be extended or the Class Bravo needs to be extended to include this dangerous area.




Synopsis: AFW Controller reported an airborne conflict and stated it is a common occurrence in the area.  Controller would like the airspace changed to protect aircraft inbound to AFW.
Date: 201912
Local time of day: 0001-0600
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Weather elements / visibility: Snow; 10
Aircraft: Small Transport
Flight plan: IFR
Flight phase: Landing
Airspace: Class G U64
ATC / advisory: CTAF U64
Reporter function: Single Pilot; Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Weather
Primary problem: Weather

Narrative: No WX was available because its a VFR airport; no WX. CNY reported ceiling 9500 calm winds. BDG reported clear calm winds. I checked area forecast; no significant WX. I checked NOTAMs; no NOTAMs for U64. On short approach to Runway 34; I saw evidence of the runway having been plowed. I saw snow on the runway. I perceived that to be a very small amount of snow due to the plow indications. On touchdown; the snow was much deeper; and pulled aircraft off the runway to the right. After I shutdown the aircraft; I walked back through my tracks; snow was shin deep with drifts that were knee deep. Due to the darkness; I had no depth perception of the depth of the snow.




Synopsis: Small transport pilot reported a runway excursion due to snow on the runway.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While instructing a student in the pattern at ZZZ; just before turning onto our base leg; we were advised to make a wide left 360 and re enter the pattern on the right downwind for Runway XX. As we began our turn to the left we noticed an incoming airplane on a left downwind flying at same altitude in our path. I took controls from my student and we rapidly began to descend. If wasn't for our quick reaction it surely would have been a mid air collision. The incoming traffic began a climb in order to avoid our path. The incoming traffic was out of our line of sight but ATC still made the call giving us clearance to turn after I voiced that we did not have the traffic behind us insight. This event was noticed by another controller and he promptly relieved his coworker and handled the situation. This controller has been known around flight schools operating at ZZZ to decrease safety in the sky. I felt it was imperative to report this event.




Synopsis: Flight Instructor flying a C-172 reported a NMAC in the airport traffic pattern.
Date: 201811
Location: BUR.Airport, CA
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class C BUR
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Departure; Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Fatigue; Human-Machine Interface; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My First Officer and I were on day two of a three-day trip. We both prefer night trips; but because of certain days we bid a day line. Today; the second day; we had an [early] report. Fatigue was definitely a factor. I was the PF (Pilot Flying). Part of our takeoff clearance out of BUR was a traffic call about a helicopter flying near the runway. The takeoff was uneventful. I initiated a turn to the right as per the departure procedure. After being handed off to SCT; we were immediately cleared to a higher altitude. Our TCAS system alerted us to traffic in the area. I engaged the autopilot at 1;000 feet; so I could help look for conflicting traffic. We were handed off to a different Controller.Upon initial contact with the Controller; we were instructed to turn immediately to a heading of 180. I cannot recall if the autopilot was in heading select mode because we got the instruction to turn a 180 very quickly and he did use the word 'immediately.' I disengaged the autopilot; initiated a turn to the south to expedite the de-confliction. The Controller instructed us to tighten up the turn immediately due to a traffic conflict. Due to the urgent tone in his voice I rolled into 45 degrees of bank. He told us of a traffic conflict at 3;000 feet. At that point; we had just passed 4;000 feet. After the Controller de-conflicted the situation and the First Officer and I had no idea of what was going on; I asked him on the radio what had just happened. He stated that we had shot through our 210 heading and we were heading right into arrival traffic for BUR.




Synopsis: B737-700 reported experiencing a heading deviation during departure from BUR resulting in an airborne conflict.
Date: 201907
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
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 Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were in cruise flight at FL430 and cleared to descend to FL 250 with 'good rate [of descent] to 250.' I (PF) selected 2500 fpm vertical descent and reduced power to maintain normal cruise speed. At approximately FL320 we had a master caution illuminate along with the right gen fail light. Almost immediately this was followed by the master warning light and the low oil pressure light; then fuel flow and hydraulic flow lights for the right engine. We determined that the right engine had failed for unknown reasons. After verifying normal operation of the left engine I called for the engine failure/precautionary shutdown checklist. The FO (First Officer) PM (Pilot Monitoring) and I ran the checklist without incident. With the engine secured we contacted ATC and let them know we would be diverting to ZZZ for the longer runway and asked for [fire trucks] to be standing by. We then determined that the engine was still showing N2 rotation from the airflow and I elected to try an emergency restart. The FO and I ran the Emergency Restart-One Engine checklist and had a successful start. We notified ATC that we had restarted the engine but would still be landing at ZZZ as a precaution. We briefed the passengers and let them know of the change in destination. The subsequent descent; approach; landing; taxi; and shutdown were without incident.


Second narrative: In the decent approximately 32K feet we received a caws light indication of a right gen off then quickly followed with R engine oil pressure. We pulled the QRS and began the checklist for engine failure precautionary shutdown. Completed the checklist; note that we still had N1 with no indications of damage or fire. Contacted ATC and made them aware of the situation. We then began the engine restart checklist after defending to FL200 and slowing to below 200Kts. Successful restart. Diverted to ZZZ for longer runway options and fire trucks as precautions for possible repeat engine failure. Approach and landing successful with no further issues. Sent passengers home via UBER as per their request.


Synopsis: CE-525 flight crew reported an engine loss during descent. The flight crew restarted the engine and diverted.
Date: 201705
Local time of day: 0001-0600
Location: ZZZ.Airport, 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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
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; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About an hour into cruise the flight crew noticed a strong chemical; electric; metallic; burning odor coming from both aft lavatories. After briefing as a crew and calling the FD; we searched trash cans; and felt for fire all over the lavatories. After realizing there was no obvious fire; we had the FD pull the circuits of the aft lav water heaters. We waited 20 more minutes and re checked; but the smell became worse. We locked both aft lavatories and completed a beverage service; while checking the lavatories as much as possible throughout; as requested by FD. B FA was in and out at least 10 times; and C probably 8 times. D and A 5 times or less. When we realized our minds were becoming affected; and when our throats burned; eyes watered; and head hurt; we all decided to emergency land in ZZZ. Upon cabin prep; my mind was very dull; overcome by fumes. I felt VERY intoxicated and confused. Registered 4.5% CO almost 5 hours after breathing 20% O2 as administered by EMT crew and at hospital. Still feel dull 4 days later.Monitor air quality in flight. Do not let cabin crew breathe toxic fumes. After accidents; assign helper to affected crew. Do not bombard crew with instructions after air quality incident. Give them time of 3-5 days to recover brain function.




Synopsis: Air carrier Flight Attendant reported a burning odor coming from the aft lavatories. No fire was detected but the Flight Attendant reported feeling ill shortly after. The flight then diverted to the nearest suitable airport.
Date: 202105
Local time of day: 1201-1800
Location: SMF.Airport, CA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp SMF
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Ramp
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Airport
Primary problem: Chart Or Publication

Narrative: Before landing at Sacramento we were told to expect Gate X.  We briefed that we would taxi left on Y1 from C1 and then make a right into the angled gate; according to the taxi chart. After landing we taxied west on C1 and noticed a B737 that was parked just north of the Gate X jetway; according to the chart. As we made the left onto Y1 we saw that the correct entry to Gate X was from directly north of the gate; which is actually on the most northern part of the terminal. We had to cut across the RON parking spot 6 on our second attempt into the gate. When safely parked at Gate X we were facing due south; not southwest like the chart depicts. The SMF terminal chart appears to need an update.




Synopsis: Air Carrier Captain reported airport taxi chart does not agree with the current airport layout.