elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On arrival into ZZZ; we were instructed to turn to a heading and descend from 11;000 ft. to 3;000 ft. We began a descent using speed mode set at 250 kts. Just below 4;000 ft.; we received an Obstacle Caution message. During the process of turning the descent into a climb; which removed the caution message; we were instructed to climb to 4;000 ft. I was able to identify the obstacle; an antenna; below and to the right of the aircraft. We passed the antenna above and to the left. We leveled off at 4;000 ft. From there; we were vectored to a visual approach to [Runway] XX and proceeded with a normal visual approach and landing.Descending in speed mode likely caused the aircraft to approach the level off altitude earlier than ATC anticipated thus causing the higher closure rate to the obstacle; generating the caution message. Better terrain awareness could have prompted a shallower descent rate; perhaps using vertical speed mode. Querying ATC about the level off altitude; suggesting a higher bottom altitude; could also have reduced or eliminated the occurrence of the caution message.




Synopsis: Air carrier First Officer reported that a high rate of descent during arrival triggered an obstacle caution message nearby an antenna.
Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After performing a touch and go; on upwind; engine stopped producing enough power to climb then stopped performing enough to maintain altitude with significant shuddering. Called Pan pan pan on the radio and begun an immediate turn to downwind from the upwind. 3 aircraft in the pattern at the time responded and went around. While on downwind; the inability of the engine to maintain altitude resulted in a midfield base and final. Ultimately the pattern was completely nonstandard. I don't believe I could have done anything differently since the failure of the engine to produce power was revealed to be mechanical. I never 'declared' an emergency but there wasn't a need considering I decided to return to the runway. That is the one thing I suppose I could do differently next time. Alas the field is non-towered and I don't believe in this case it would have helped.




Synopsis: C172 pilot reported a loss of engine power in the traffic pattern that resulted in a nonstandard pattern to a successful landing.
Date: 201709
Local time of day: 0001-0600
Location: ORD.Airport, IL
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Set off ROPS warning system on landing. Turned off at normal exit after moderate braking.


Second narrative: I was the PM (Pilot Monitoring); the captain was flying and this was our second leg of two for the day; and a red-eye flight. Upon landing in Chicago; seconds from touchdown in the touchdown zone; we received a ROPS (Runway Overrun Prevention System) alert that the runway was too short. Although we had briefed the SELs (Special Equipment List) on the aircraft before leaving [the departure airport]; I had forgotten that the aircraft was equipped with ROPS; and for a brief moment I was shocked (maybe a little disbelieving) that I was hearing the alert IN CHICAGO where we operate all the time. (I am new to the aircraft and apart from training slides cannot recall ever hearing the alert in the sim or the aircraft.) In the brief seconds before touchdown; immediately following the alert; these thoughts occurred simultaneously to me: 1) 'What is that? Does it mean if the runway is wet; it's too short to land. NO; that's not true.' 3) The runway is dry 4) We are going to land in the touchdown zone; but are we supposed to go around? 5) [As the airplane touches down in the touch down zone] 'Oh crap; we were supposed to go around.' At that time we got 'Max Braking.' The captain did a great job getting the airplane slowed enough to exit at the 90 degree intersection prior to the end of the runway; and it didn't seem to me that he was overly aggressive in doing so.


Synopsis: An Airbus flight crew reported the activation of the Runway Overrun Prevention System (ROPS) while landing at KORD. They were in compliance with all landing parameters and safely exited the runway after using moderate braking.
Date: 201508
Local time of day: 1201-1800
Location: JFK.Airport, NY
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B JFK
ATC / advisory: Tower JFK
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: 3 miles south of ASALT intersection on the RNAV Visual 13L at 3000 FT both pilots observed a small drone the size of a street garbage can cover with four vertical engines passes approximately 300 FT directly below our aircraft. We were on a north heading and drone appeared to be traveling south. However with our speed of approximately 220 KTS it may have been traveling in our direction with us overtaking it. The color of the drone was metallic in apprehended with orange colors near its four engines. Possibly the propellers were orange? No evasive action required. ATC notified around 10 seconds after both pilots confirmed our sighting. Upon landing JFK tower gave me a phone number with Radar to follow up on the verbal report.




Synopsis: A321 flight crew reported a near miss with a UAV at 3;000 FT while on visual approach Runway 31L at JFK near the ASALT intersection.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Second aircraft: B777-300
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Human Factors; Procedure
Primary problem: Human Factors

Narrative: After marshaling in Aircraft X into [the] gate; I began to complete my post arrival duties. I hooked up the Ground Power Unit and received the all clear from the captain that he had power. After that I got the air hose from the jet bridge and started unrolling it to connect to the aircraft. Once I hooked the air hose up to the aircraft I began walking back towards the jet bridge to turn on the air. As I got to maybe about the midway point between the engine and jet bridge I felt a gust of wind that started blowing. I thought it was maybe just a big gust of wind that knocked me off balance. I then noticed that the air hose blowing toward me at a rapid pace. Before I could react or move; the air hose had become wrapped around my ankle. Once the air hose wrapped around my ankle it then snatched my leg and started pulling me violently underneath the aircraft. I tried to pull my leg from the air hose but as I pulled it became tighter. I did finally manage to get my leg from the grasp of the air hose. When I looked to see what happened; I noticed that a 777-300 aircraft had turned to the north towards the taxiway that runs parallel to Alpha taxiway and jet blasted [the] gate [area].




Synopsis: Ground personnel reported of an air hose that came loose from an aircraft due to jet exhaust from another aircraft. The air hose wrapped around his ankle and pulled him down.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Forced landing on Runway XY due to power failure; oil light came on and I lost power after requesting a 'go around' on Runway XX. It was approved. I then advised tower of the problem and requested immediate landing on XY.




Synopsis: The pilot of a Cirrus SR20 experienced an engine power loss during go-around for unknown reasons.
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: While enroute the Master Caution and FLT CONT light illuminated. We discovered the FLT CONT SYS B low press light on the overhead panel. We followed the QRH. After completion of QRH procedure we were left with System B flight controls un-powered. A System A loss would have put us in manual reversion. After having done that in the simulator I didn't want to expose myself or my passengers to that risk. I made the decision to divert. Prior to the diversion I notified Dispatch and talked to Maintenance Control to confirm systems status. Diversion was coordinated with ATC and was uneventful until talking to Approach. We were assigned Runway 35R I told them I would require a longer runway due to the degradation in flight controls. I was then assigned Runway 31R than runway gave us a direct crosswind and I didn't want that with the loss of the yaw damper. I told them I needed Runway 35C for operational reasons. Controller said 'understand you are declaring an emergency?' I said if that is the only way to get [Runway] 35C then yes. We were then cleared for [Runway] 35C and landing was uneventful.Pilots in general don't ask for things they don't need. So when I asked for a long N-S runway a little more consideration from ATC could have been given.


Second narrative: A storm was over the area; lots of circuit breakers and moderate chop so we descended to improve the ride and better control. We asked for [Runway] 35C for operational reasons but were then assigned [Runway] 31R - that would have been a decent crosswind with no yaw damper; some inoperative spoilers and the R reverser powered by the standby system. We elected to declare an emergency to get the longer runway (this was the only way Approach was going to give it to us). Normal landing and taxi to gate.


Synopsis: A B737NG flight crew elected to divert to a nearby airport when the B Hydrualic System failed thus eliminating one of two sources for multiple flight controls. The crew declared an emergency in order to land on the longest available runway and into the prevailing wind.
Date: 201206
Local time of day: 1201-1800
Location: DZJ.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: CTAF DZJ
Second aircraft: Small Aircraft
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Training / Qualification; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Back taxied Runway 8 and did a runup off the runway facing where I could see both approaches. Made every radio call including departure; entered runway and began takeoff roll. Approximately 1;000 FT down the runway cresting the hill I spotted a plane on the runway. He made no calls and I did not see him land. I retarded the throttle and braked hard. Asked UNICOM for a radio check and was told loud and clear. I was hard to make out the aircraft due to the heat rising off the runway. I back taxied again and after UNICOM assured me the plane was clear of the runway; I took off. The aircraft never made a call and did not circle the field to determine it was clear if he was not using a radio. The FBO wrote down their tail number but was unable to speak to the person. They did not shutdown and departed the airport shortly after I did.




Synopsis: PA32 pilot rejected the takeoff at DZJ when another aircraft was found to be rolling out from the opposite direction. A crest half way down the runway and heat shimmers make sighting the other aircraft difficult and communications were never established.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Just prior to push; we received a runway change and First Officer (FO) was reprogramming Weight and Balance. I noticed the Ground Crew stopped our push a bit short. I looked around and saw that the aircraft that had pushed off Gate to our left was very close. I was not aware that they had pushed. I did not hear their Ramp call and the jetway blocked my view during their push. Our wingtips were possibly overlapping.A Ground Ops person was between the aircraft and was signaling the other Crew to hold their brakes by raising a closed fist. He did not cross his forearms in the standard signal. As the other aircraft made its left turn out; the Ground Ops person did not make any overt signals for them to stop. My assumption was that he was marshalling and that there was clearance between the two aircraft; so I made no attempt to contact the other aircraft via radio. The other aircraft taxied out and there was no indication of contact.The Ground Ops person that appeared to be marshaling the other aircraft then came to our aircraft got on the headset and told us that the other aircraft and ours touched winglets. We returned to the gate; shutdown; and made a visual inspection of our aircraft with Maintenance. There was no indication of damage to our aircraft.During the discussions after we returned to our gate; the Agent told the First Officer that he noticed the Push Crew pushed our aircraft approximately eight feet to the west of our J-line. This was not apparent to us from the flight deck.We contacted Dispatch and Maintenance. After deplaning; completing the logbook entry; and discussing the situation with the Operations Center; the Chief Pilot on Call released us to continue the flight on a new aircraft.The other aircraft proceeded to take off and was recalled. Union Safety contacted me the next day and told us that no damage was found on either aircraft. While it was close; the two aircraft did not actually touch.


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


Synopsis: The flight crew of a Boeing 737 reported that during push-back an adjacent aircraft was also being pushed-back and the winglets may have touched.
Date: 201605
Local time of day: 0601-1200
Location: LAS.Airport, NV
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Airbus 318/319/320/321 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B LAS
ATC / advisory: Tower LAS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Situational Awareness; Time Pressure; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: FO's (First Officer) landing into LAS. [The First Officer] used config 3 and added 5 knots to Vapp because of a gusty crosswind on runway 25L. The wind was reported as 190/10 gust to 18 on ATIS but the tower's last report was 190/9. Everything looked great until about 40 feet when it appeared we had a 'sinker' setting in. The first officer mechanically retarded the autothrust at 30 feet anyway and exacerbated the sinker. [The First Officer] decided to arrest the descent by over-rotating the airplane. I had time to say 'Pitch' only once before the auto pitch call out occurred. We were in quite a crab with a high rate of descent so my primary attention was outside. The touchdown was normal but quite nose high. The ACARS report said the pitch attitude was 8.1 degrees.We pre-briefed the gusty crosswinds; landed with config 3 which produces the most tail clearance and added an extra five knots to Vapp. It was quite honestly too late for me to take action. I was a check airman for many years on a different airplane and know firsthand that at some point in a landing; the situation is not salvageable. This was that time. [The First Officer] obviously didn't detect the 'sinker' and certainly shouldn't have retarded the thrust. We discussed different strategies to prevent another occurrence like this. As mentioned above; we discussed some techniques to prevent this from happening again. I don't think [the First Officer] was looking far enough down the runway to detect the 'sinker.' I also asked if [the First Officer] had ever landed with the autothrust off and the reply was no. This is a huge gap in our Airbus pilot's skill set. I almost always land with the autothrust off in gusty conditions so that I am 'connected' to the airspeed and sink rate trends. With the autothrust on; it is impossible to add thrust in the flare to counteract that dreaded 'sinker.' I rarely fly with pilots comfortable enough in the jet to turn the automation off and be pilots. This is a frightening trend.




Synopsis: An Airbus A320 series First Officer over rotated during a LAS crosswind landing after the 'bottom fell out' in the flare with autothrottles off. ACARS reported an 8.1 degree pitch angle.