elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: Requested priority handling due to loss of left engine oil pressure. Aircraft was on final descent phase landing ZZZ XXR.  We were configured; set-up; briefed and prepared to land XXR. We were given an initial vector for XXR. Approach turned us over to Tower. We were told our new landing runway was XXL. Due to being briefed; configured; runway Analysis; Localizer frequency set and identified; Approach being in the GPS with points verified; I told ATC I wanted XXR. We were told we would be landing XXL because it would work out better. Another aircraft was in front of us landing XXL. I again told ATC we wanted XXR. At this point ATC had other aircraft off our side. Against my will ATC basically overrode the Captain's authority. Also in the middle of the situation I requested the localizer frequency for the runway ATC was basically forcing me to go to. Their response - 'we will get back to you.' Another aircraft gave us the frequency.Suggestions: Better training for ATC.




Synopsis: B767-300 Captain reported a loss of left engine oil pressure during final descent phase to destination.  Captain's requests for the preferred landing runway were denied by ATC.
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: External Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Evacuated; General Maintenance Action
Contributing factors: Equipment / Tooling; Aircraft
Primary problem: Ambiguous

Narrative: The First Officer and I were preparing for departure with the flight attendants on board and no passengers. Maintenance had just left the airplane when we smelled smoke in the cockpit. I looked outside to see the maintenance man frantically shutting down external power and pulled a flaming external power cord from the aircraft receptacle. We opened the First Officer's window and he suggested we evacuate the aircraft. I immediately made a PA advising the flight attendants to evacuate the aircraft thru the front door (1L). The First Officer and I powered down the aircraft and vacated thru the front door also. By that time there was substantial smoke and fumes on the flight deck. No one was injured; mostly because of the Maintenance man's rapid and assertive actions and the immediate action and response from my crew; extraordinary job to prevent damage to the aircraft which could have been severe.




Synopsis: While preparing for departure on a ferry flight; a B737 Captain smells smoke and sees a Maintenance man pulling a flaming ground power cord from the aircraft receptacle. The aircraft is shut down and the crew evacuates through the main cabin door.
Date: 201408
Local time of day: 1201-1800
Location: LAF.Airport, IN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZID
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was practicing maneuvers south of Lafayette; Indiana at 5;500 FT MSL when I spotted what I thought was a bird closing straight at the nose of the aircraft. I turned away as fast as possible to avoid collision but looking at the object; I saw that it was metal and about the size of a basketball. I left the area immediately and returned to Lafayette.




Synopsis: A C172 pilot took evasive action at 5;500 FT to avoid a small metallic object.
Date: 201601
Location: LAS.Airport, NV
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Company Policy
Primary problem: Ambiguous

Narrative: In bound to LAS we were informed that it was a no APU taxi in; we confirmed this with ops over the radio. Upon arrival at the gate; the power cord was not in place to be immediately connected to the airplane. So we had to leave the number 1 engine running; the marshaller on the left wing grabbed the chalks and walked in front of the RUNNING engine!!! Very unsafe!! After the jetway was moved up the power cord was finally hooked up. After finishing the checklists and exiting the cockpit; I went down to Operations to discuss what happened; I was informed that the jetways in LAS will not function with the power cord not hanging in place; so pre-positioning is not possible. So the No APU taxi in is not actually possible; and with the engine running; We could end up with someone being seriously injured or killed. Besides the rampers not following proper procedure; we actually can NOT do an no-APU taxi in; safely in my opinion.




Synopsis: B737 Captain was informed arriving LAS that ground power was available and leave the APU off. Ground power at LAS is not available until the jetway is mated with the aircraft; so the left engine is kept running. During this time the left wing walker grabs the chocks and walks directly in front of the running engine.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Balloon
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Other / Unknown; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: While on approach to landing in ZZZ; a gust of wind caused me to abort that landing. I was able to get enough altitude to take the gondola through the tops of trees just ahead of me. Once through the trees; I immediately saw power lines at eye level approximately 20 feet ahead of me. I immediately shut off the propane tank and turned off the burner; attempting to minimize any probable excessive explosion. After hearing the power line break; but not having an explosion and discovering that we were still aloft; I quickly assessed the state of passengers and equipment. Finding absolutely no damage; I turned on the propane tank and relit the burner. My ground team contacted me by radio and I informed them that we are okay and planning to land at the next available opportunity. I flew on and had a safe landing approximately 1/4 mile away. There was no aircraft damage and there were no injuries.




Synopsis: Balloon Pilot reported encountering a gust of wind and colliding with power lines.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: Crosswind; 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Workload
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: [Pilot] was flying her Aircraft X as Pilot in Command at the ZZZ airport; landing Runway XX. I was monitoring from the right seat. [Pilot] was cleared for the option on Runway XX by the ZZZ Tower from the left downwind of Runway XX approximately midfield. She initiated proper airspeed and flap configuration for a stabilized approach from pattern altitude. She applied correct airspeed; pitch; bank; and flap configurations while flying base and final approach. The aircraft maintained proper airspeed; pitch; and crosswind correction while on final maintaining the centerline of the runway as it flew a stabilized glide angle down to the runway. When transitioning into the landing phase; she began a flare and proper attitude to land the airplane. As the airplane was about to land; the attitude of the airplane changed suddenly in a way that was consistent with large rapid change in the characteristics of the wind; [Pilot] attempted to initiate a go-around with my immediate assistance. However; the plane lost directional control; veering to the right and eventually coming to a stop with a nose down attitude.




Synopsis: Pilot Monitoring reported Pilot in Command lost control while landing in a crosswind.
Date: 201210
Local time of day: 1801-2400
Location: HPN.Airport, NY
Flight conditions: VMC
Light: Night
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class D HPN
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were on approach into HPN in night VMC conditions. Approximately 15 miles west of HPN at 3;000 FT we converged with a flock of large birds which resulted in a strike to the left side of our aircraft. The impact was felt and heard by both the flight crew and passengers; however; there were no indications that the impact had done any significant damage. We disconnected the autopilot to feel for any possible effects to the flight controls and nothing abnormal was noted. Engine instruments were checked and everything appeared normal. The aircraft appeared sound and we continued our visual approach to landing with no further issues. Upon deplaning; we conducted a thorough visual inspection of the aircraft during which a large hole was discovered in the leading edge of the left wing; between the approach lights and the engine nacelle. We did not have the birds in sight until a split second before impact. PIREPS of birds in the vicinity may help; however; bird strikes are largely unavoidable; especially in times of low visibility and/or at night.




Synopsis: Descending for landing at HPN a Dash 8 encountered a flock of large birds; at least one of which struck the left wing. After checking for impaired performance or controllability issues and finding neither; they continued to an uneventful landing. Post flight inspection revealed a large hole in the leading edge of the left wing.
Date: 201809
Local time of day: 1801-2400
Location: IND.Airport, in
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON IND
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: FMS programming error while descending via SNKPT2 RNAV Arrival; landing northeast transition (my first time flying this arrival) and attempting to delete speed restrictions at NADEE and KNIGT waypoints.Earlier in flight; INDY Center issued descend via clearance 'Except maintain 310 KTS or Greater' and we also heard a company flight behind us given a speed restriction (to reduce speed). On initial contact with INDY Approach; we were told to 'fly as fast as you like.' Clearly we were 'leading the pack' so I discussed with First Officer (PF) deleting the 230 KTS at NADEE and 210 KTS at KNIGT so as to maintain 250 (below 10;000). He concurred; and I QUICKLY (to expedite FMS recalculation while remaining in VNAV) edited FMS NADEE restriction from '230/7000A' to '/7000A' and KNIGT '210/6000' to '/6000A' (KEY MISTAKE!). After having PF confirm my edits; I executed to changes. The aircraft began to level off at 9;300 MSL. After briefly trying to determine the cause (not yet realizing the /6000A was the problem) I advised the PF to continue the descent in vertical speed mode while we troubleshot the problem; and while this took us out of VNAV; I determined that NADEE above 7000 restriction would be met. Approaching NADEE we were switched to another approach frequency and I reported 'Descending via SNKPT2 except speeds deleted; presently 250 knots.' The controller instructed us to 'Slow to 210; then descend to 4;000;' which by rule; deleted the KNIGT 6;000 crossing restriction; which was very fortunate because as we sequenced KNIGT; I again looked at the STAR Chart and realized the KNIGT 6;000 HAD BEEN A MANDATORY ALTITUDE and we would NOT have met the restriction!




Synopsis: Air carrier Captain reported inadvertently entering into the FMS values that resulted in a crossing restriction not made.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cargo Equipment
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon arrival; a baggage handler came to the cockpit and said NONE of the locking mechanisms to lock the cargo pallets/containers for either the forward or aft cargo were engaged (not locked) resulting in all the pallets/containers shifting/sliding.Baggage handlers failed to do their job.




Synopsis: A330 Captain reported ground personnel at destination advised forward and aft cargo containers were not properly locked down.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: After two right 360s we were told to extend downwind for runway X; and look for helicopter traffic (Aircraft Y) three miles west of the field at 700 feet. We called out traffic in sight; and continued. After Aircraft Y didn't respond to two radio calls; we were told to do another 360. Rolling out of the 360 we were told to look for Aircraft Y one mile ahead at 900 feet orbiting. We called traffic in sight; and began a climb to 1;300 feet. It appeared as though Aircraft Y was still climbing as they passed in front from our left to right. After a controller change; Tower called our position to Aircraft Y; they did not respond. Shortly after that call; Aircraft Y made a sharp climbing right turn directly into our flight path. To avoid a collision; I took the controls and made a climbing left turn as sharp as I could. Shortly after I started that turn; Aircraft Y banked sharply to their right to avoid us. I can't put an exact number on the distance between us; but it was close enough that I felt the need to bank sharply towards traffic on final; and Aircraft Y banked hard enough for us to see the bottom of their helicopter. Once a safe distance away; we turned to rejoin downwind; and began a descent back to pattern altitude. After that; Aircraft Y asked tower to keep aircraft away from that area while they followed a pursuit. Hearing other aircraft have difficulty with separation; we departed the pattern to ZZZ1 to avoid a similar situation.It is normal for us to fly over helicopter operations at 500-600 feet while in the pattern at 1;100 feet. It is not normal to fly the pattern with unpredictable traffic at the same altitude.




Synopsis: Flight Instructor reported a NMAC with a helicopter.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Checklists
Component problem: Design
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: Confusion; Distraction; Training / Qualification; Workload
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: First day; second leg with the new checklist and flows; total distraction! We were on the [approach]. At 10;000 FT in selected speed; I selected vertical speed to slow to 210 knots by ZZZZZ. We were both distracted checking our checklists; the flows and normal checklist; to make sure we weren't missing anything on the 10;000 FT checklist/flow; when ATC called out traffic at our one o'clock position 2;500 FT below our altitude due to level off at 8;000 FT. We saw the traffic pop out of IMC and level at 8;000. We missed our 9;000 FT level off slightly; due to multiple distractions; and climbed back up to 9;000 FT. ATC wanted us to call on the ground and we did. Cause the completely new checklist/flows/responses with no training! Don't make large procedural changes without proper training.




Synopsis: Airbus Captain reported missing assigned level off due to distraction and confusion with new procedures and checklists.
Date: 202110
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZZ
ATC / advisory: Tower ZZZZ
Aircraft component: Rudder Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Dispatcher
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Final approach to ZZZZ for a 22 knot crosswind landing. We got a Rudder Ratio Light and EICAS Message. Elected to go around knowing it would potentially restrict performance in particular to a cross wind landing. Ran the QRH; and it limited our winds to 15 knots crosswind landing so needed to divert. Selected ZZZZ1 due to its proximity and favorable winds and declared an emergency for our flight control malfunction. Landed at ZZZZ1 without further incident.


Second narrative: On final at 160-170 knots; got Rudder Ratio EICAS. Hydraulic pressure was normal.  Complied with QRH; and diverted due to wind limitations.  Flight diverted to ZZZZ1.  Priority handling was requested by crew.


Synopsis: B757-200 flight crew and a Dispatcher reported a Rudder Ratio EICAS Message on approach resulting in a go-around. Winds were out of limits for landing so the flight crew elected to divert a nearby suitable airport.