elihoole/asrs-aviation-reports huggingface dataset:
Date: 201807
Local time of day: 1201-1800
Location: LWM.Airport, MA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Helicopter
Operating under: Part 91
Flight plan: None
Flight phase: Landing
Airspace: Class D LWM
ATC / advisory: Tower LWM
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While returning to the class D airport in a helicopter we were cleared to land Runway 23 and taxi via taxiway E. We landed the helicopter on the numbers of 23 before preparing to pick it back up and taxi off the runway. Prior to lifting the helicopter back in the air we observed a light twin airplane at the beginning of Runway 5 traveling towards us in what appeared to be a low pass of the runway. I immediately advised Tower that we had an aircraft flying straight towards us. The Tower asked that I repeat the call and when I did he stated that the other aircraft had been talking to Approach not Tower. At this point we opted not to lift off for fear of lifting into the path of the oncoming aircraft. The aircraft passed over us at what appeared to be approximately 100 feet AGL and slightly to our left and then continued a climb out.Later upon speaking with Tower about the incident I was advised that the other aircraft had requested to conduct an ILS approach to runway 5 with a missed procedure. At some point the Tower asked Approach to request the aircraft break off the approach due to our clearance to land and for some reason that request was never carried out and the aircraft never made contact with Tower. Obviously there was a very large break in communication somewhere between Tower; Approach; and the pilot of the light twin. Although I cannot speculate on how that occurred or what can be changed to avoid that in the future I can state that my takeaway is that even in controlled airspace I must remain vigilant and keep scanning for any other traffic that may be in the airport environment that I am unaware of.




Synopsis: Helicopter instructor pilot reported a conflict at LWM airport when another aircraft overflew their position while they were preparing to takeoff.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 60
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Distribution
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After taking off out of ZZZ and almost to cruise altitude of 40000 ft. The aircraft experienced an electrical problem with the master caution panel lighting up with multiple failures. The failures include R/H GEN; Current Limiter; Spoiler Mon; Right Stall; Pitch Trim; Press Sys; Wing Heat; Stab Heat; R NAC Heat; #2 PFD (Primary Flight Display); MFD (Multi-function Flight Display); FMS (Flight Management System) Inop; TCAS Fail; R Fuel Flow; R Oil Press; Flap Indication; No Gear Indication; Hydraulic Indication Inop; Anti-Skid Inop; Nose Steering Inop; tried to activate no flaps and gear. After seeing this I [requested priority handling]/return to ZZZ. Upon starting the descent I requested the QRH (Quick Reference Handbook) and started going thru the emergency procedures. ATC gave us a descent to 4000 feet where I was wanting to burn off fuel to get us the lightest we could for landing. I tried to get the R/H starter back online could not then went on to the landing phase and started with the landing emergency and needed 3 times the normal distance. I requested ZZZ1 since they have the longest runway. I looked at the electrical system page and saw that everything on the Right inverter and DC buses were out. I tied the Left AC bus to the right and got the right power back. I tied left DC bus 1; 2; 3 to the right and got all of my systems back.I was able to land safely with no incident.


Second narrative: After taking off out of ZZZ and almost to cruise altitude of 40000 ft the master caution panel showed dual gen failure then a single gen failure. Everything on Right Inverter; Right DC bus 1; 2; 3 was gone. Initiated an emergency and started descent back to ZZZ. Landed in ZZZ1 because of the landing distance needed for the emergency. After troubleshooting system tied the left inverter to right side and all the left DC buses to the right and got back all necessary systems to land safely.


Synopsis: LJ60 flight crew reported an electrical system failure during climb to cruise altitude.
Date: 201709
Local time of day: 1801-2400
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Dusk
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B PHL
ATC / advisory: Tower PHL
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for takeoff on runway 27L with a turn to 230. It was dusk/night as we started the roll. Everything was normal through 300 ft. I noticed what I assumed to be a bird up ahead at about 11 o'clock. As we got closer I noticed it wasn't moving; almost like a balloon. I had started my turn to 230 as we passed about 500 ft. I asked my FO if he saw what I was seeing but he was busy cleaning up the aircraft. As we got through 700 ft I noticed the green and red lights on what I now figured was a drone. We ended up passing the drone around 200 ft away and it appeared to be around 600 ft agl. At its closest; I could make out 2 rotors and 2 bright lights; one red and one green. It was painted black.Once we were checked in with departure; the FO [notified] them of the drone. We gave them all the info they requested and they asked us to call them after landing. After landing; I called ATC and answered all of their questions. It appeared like a black bird originally. So we treated as you would a bird. We kept the distance and continued as assigned. It wasn't until we got closer that we noticed the different attributes of the drone. We were always a safe distance away. We continued the flight after notifying ATC.




Synopsis: EMB-145 Captain reported a NMAC with a UAV shortly after takeoff from PHL.
Date: 202107
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Dispatch Dispatcher; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Training / Qualification
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle; Ground Event / Encounter Ground Equipment Issue
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Flight XXXX ZZZ arrived at ZZZ; was given taxi direction to take [taxiway] north line to Gate XX. As A/C made the turn from [taxiway] to the north line; a tractor with 3 loaded cargo dollies in the VSR moving from south abeam Gate XY to north in the direct on [taxiway] committed to shoot the gap between out bound aircraft. Controllers on duty noted tractor not giving way to the inbound flight. Advised Flight XXXX to STOP. Tractor was observed weaving out of the VSR lines and entering the non-movement area near Spots XX and XY cutting off the aircraft and near missing a major incursion.


Second narrative: Inbound Flight XXXX from ZZZ1 was coming inbound to gate. As it was coming into the north line to the gate; a cargo runner almost came into contact with the nose gear of the aircraft. The cargo runner had to divert his path in order to avoid the aircraft.


Synopsis: Air carrier flight crew reported an advisory from ATC to stop taxi and then observed a tractor pulling three cargo dollies cross the taxi way between aircraft on the vehicle service road; causing them to stop abruptly.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ, US
Flight conditions: VMC
Light: Dusk
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Speedbrake/Spoiler
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Gate Agent / CSR; Person Ground Personnel
When detected: Aircraft In Service At Gate; Taxi
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When parked at the gate using a dual boarding bridge advised by Agent to come outside to look at something. Captain noticed partial deployment of spoilers on jet bridge side of aircraft and possible contact with rubber strip on underside of dual boarding bridge. Contacted Dispatch and Maintenance Control. Was directed to have Contract Maintenance perform inspection. Logbook entry was made and inspection conducted with no damage noted. Upon re-entering flight deck noted that speedbrake handle was just outside the armed position with green Arm light illuminated. When clearing Runway 1; Captain called for flaps up and pushed speedbrake lever forward; which is normal procedure. Ground personnel that guided aircraft in said he saw spoilers not all the way stowed on entry to Safety Zone. He did not give stop signal to correct anomaly and Agent said he did not check to see if spoilers were deployed before activating dual boarding bridge. Captain needs to ensure after speedbrake handle stowed following clearing runway that handle is completely stowed and both yellow 'Do Not Arm' lights and green 'Arm light' for speedbrakes are extinguished. Also; if Ground Crew notices an anomaly to give stop signal and notify the Flight deck Crew.




Synopsis: B737-700 Captain is informed by the gate agent that the spoilers are partly deployed and may be contacting the rubber bumper on the jet bridge. The spoiler lever in the cockpit is found to be not correctly positioned.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Cirrus Vision SJ50
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Time Pressure; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon descending over the last mountainous area while lining up for a Runway 26 landing at ZZZ; my descent rate was high relative to my distance from the ground causing a SINK RATE alert and a PULL UP alert in the aircraft. At the same time; ATC gave me a low altitude alert and said I was below MDA for the area. I had been cleared down to 9200 feet and then cleared for the visual approach into ZZZ prior to being handed off to tower. I believe it was ZZZ tower that gave me the Low Altitude alert. The approach to final required that I lose a lot of altitude quickly. But I came down a bit too soon relative to the terrain. I was already disengaging the autopilot; applying max thrust and pulling up as ATC gave the low altitude alert.The cause of the problem was the need to lose a lot of altitude in a short distance. I had good visibility and visually I felt I was not at risk. However; I clearly got too low if ATC needed to give me the alert. I appreciated the help from ATC to keep me higher longer. I should have completely cleared the mountain before beginning a quick descent. I failed to take into account the potential for a sudden loss of altitude due to potential mountain waves.




Synopsis: Cirrus Vision Jet pilot reported a CFIT alert from ATC due to starting descent too soon in the high terrain area.
Date: 201512
Local time of day: 1801-2400
Location: CZQX.ARTCC, NF
Weather elements / visibility: Solar
Light: Night
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZQX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Aircraft; Environment - Non Weather Related; Weather
Primary problem: Ambiguous

Narrative: We [were] flying a polar route and [were] not able to give the required position report passing the fix named RESUM to GANDER RADIO on the assigned HF frequencies. Multiple attempts were made to all possible ATC agencies as well as air-to-air relay attempts with other aircraft and SATCOM. CPDLC does not work at this fix and it is my belief that SOLAR activity at the time was disrupting HF communications in the vicinity of RESUM. Eventually contact was made with the Russian controller passing RAMEL and dispatch on SATCOM. A crew change was also happening just after this fix and we all were working to make contact with ATC.Do not fly polar routes especially when there is solar activity. Also that evening the solar report from dispatch said nothing greater than G2 but my independent NOAA space weather report said G3; so hopefully the pilots are getting accurate info from dispatch.


Second narrative: Returning from break; FB and FC reported to me that they were having trouble getting hold of Gander Oceanic for position report at RESUM. They had tried various HF freqs; Gander; Commercial Radio; and Magadan with no luck due to connectivity issues (solar wx) also tried relay on VHF 121.5 [and] 123.45. No SATCOM or CPDLC. Finally got hold of Gander (HF 8891) after RAMEL and Magadan on SATCOM for POS report. Dispatch called us with instructions to call Anchorage when we landed to discuss possible pilot deviation due to missing position report at RESUM. I called and talked to [the] OPs manager. We discussed event and he said it would be reviewed.


Synopsis: B777-200 flight crew on an international polar route reported they were unable to communicate their position probably because of solar activity.
Date: 201506
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight attendants reported electrical smoke smell coming from row 30 floor vents. Soon after; they reported passengers seeing a puff of smoke coming from the vent. FA's shut down electrical to the seats. Flight crew accomplished the smoke in cabin checklist. Circuit breaker for door heater was found to be popped. Aircraft diverted without further incident.




Synopsis: B737 First Officer reported diverting to a nearby airport when smoke in the cabin was reported and a circuit breaker for the door heater was found open.
Date: 202004
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Low sun angle
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Operating under: Other 107
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Human factors: Time Pressure; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: The remote PIC was operating an sUAS at about 35 ft AGL from a public sidewalk looking west into the setting sun. The UAS was approximately 300 feet west of the operating position. The low sun angle which was now behind the UAS caused the remote PIC to begin squinting and lose situational awareness of the proximity of nearby trees. The UAS became entangled in a tree. After retrieval; three of the four UAS rotors needed replacement; but was otherwise undamaged. There was no damage to the tree; there were no leaves on the tree.HUMAN PERFORMANCE CONSIDERATIONS:- The desire to complete the photo mission motivated the remote PIC to not fully consider how the setting sun would complicate the flight.- The remote PIC did not choose an altitude which would avoid collision with trees- The remote PIC did not end the flight or choose a new operating position when he realized he was operating the UAS while looking into the setting sun.- In the future; the remote PIC will consider sun angle when planning a photo mission- Additionally; the remote PIC needs to do more deliberate risk management planning.




Synopsis: DJI Mavic pilot reported losing sight and control of UAV while looking into a low sun. UAV hit trees and was damaged.
Date: 201708
Local time of day: 1201-1800
Location: ATL.Airport, GA
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Agent briefed us that we would be late due to connecting passengers and bag issues. Previously I had observed that the tug was connected to the aircraft and the nose wheels were chocked. At about departure time I chose to release the parking brake to be a 'Team' player and give the Agent an on time. About 15 minutes later and about 15 minutes after scheduled departure time the jet bridge was pulled.I observed that it seemed to be moving faster than normal and just did not feel right. At that point my First Officer stated 'we are rolling back'. I very gently applied the brakes and the aircraft stopped. We probably rolled five to ten feet back. Ground communication was established. I inquired if everyone was OK. They were. We were pulled back towards the jet bridge. We ran our procedures and departed uneventfully.Don't remove wheel chocks without letting the Flight Crew know.  Always have the tug brake set.


Second narrative: We began to run the Before Push Checklist. At some point during this time the Captain released the parking brake without notifying Ground Personnel; who were not around the aircraft at this time. We were then advised by the Agent that we were waiting to accommodate connecting passengers. While both of us pilots were heads down running the Before Push Checklist for a second time the chocks were removed. In each of our peripheral vision what we thought was the jetway moving away was; in fact; the jetway moving away as well as the aircraft rolling backwards. The Captain applied brakes as smoothly as possible; bringing the aircraft to a stop.The standard communication to the Ground Crew could have prevented this mishap in its entirety. As the First Officer; I should have made sure this communication was accomplished. The Ground Crew advising the pilots that the chocks were being removed could have also prevented this mishap; although I am aware that this is not normal operations.


Synopsis: B737-800 flight crew reported the aircraft rolled backward 5-10 feet after the ground crew removed the chocks not knowing the Captain had released the brakes without telling anyone.