elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Observer
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We made a normal approach and landing at ZZZ. During the landing rollout; we heard a transmission on CTAF from an unknown source 'Beechjet; your landing gear is on fire.' We were near an exit taxiway; and the Captain turned off the runway onto the ramp area. He instructed me to exit the aircraft with the cockpit fire extinguisher; which I did and easily extinguished the fire as the airport fire truck arrived. The Captain soon joined me with the cabin fire extinguisher.


Second narrative: Normal approach and landing. During landing roll out at ZZZ; a general radio broadcast from unidentified source was heard on CTAF frequency 'Beechjet; your landing gear is on fire.' Being near an exit taxiway; I turned off the runway and onto the ramp area; instructed the co-pilot to exit the aircraft with the cockpit fire extinguisher as I performed an emergency shutdown of the aircraft. I then proceeded to exit the aircraft with the cabin fire extinguisher to meet the co-pilot whom had already easily extinguished the fire as the airport fire truck arrived. After the event; I was able to perform an inspection of the runway with airport personnel and discovered a noticeable hydraulic fluid trail beginning at a point approximately 2;500 feet - 3;000 feet into our landing roll and continuing to our position on the ramp. I suspect that a hydraulic rupture in the brake assembly was the cause of the fire as the brake/wheel and wing were covered in hydraulic fluid.


Synopsis: BE400 flight crew reported being advised of a landing gear fire during landing rollout.
Date: 201807
Local time of day: 1201-1800
Location: LAS.Airport, NV
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower LAS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: This was the second leg of the first day of our trip. First Officer (FO) was flying pilot. LAS was night; T 40 C; winds on ATIS 070/12/ but tower winds 360/5. FO flew a stable visual/ILS approach to RWY 26L LAS. We intercepted GS at 7000. Approach was stable; and FO crossed the threshold target speed plus a few knots and on glidepath.  Just prior to crossing the paved surface; the FO remarked that he anticipated a thermal that comes every time you land in Vegas. Sure enough; as soon as we crossed over the paved surface; at approximately 100-80 feet AGL; we had a sudden wing rock that felt like a wake turbulence event but seemed more in line with a thermal event as anticipated by the FO. We were spaced 3-4 miles in trail of an Airbus 319. The FO recovered nicely from this short but abrupt disruption and landed. I remarked on landing roll 'nice recovery' and did not even consider that we had scraped the tail on landing. I never felt the situation was unsafe or warranted a go around and felt the FO did a great job executing the approach and landing. It was only upon reaching the gate that an aft Flight Attendant (FA) called and informed us that he felt we scraped the tail. Upon inspection of the tail; we found that we in fact scraped the paint off the skid but did not compress the strut. We checked ACARS and found the pitch attitude at landing was 7.6; which was under the 8.3 considered probable for tail contact. We made a logbook write up; contacted Maintenance; the Operations Manager and an Ops Report was filed.




Synopsis: B737 Captain reported aircraft encountered a thermal downdraft causing a tail strike while landing.
Date: 201711
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B777-200
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: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the Captain receiving IOE from [another Captain]; so technically I was not qualified. [The Captain] and I had returned to the cockpit from a break; with [the Captain] taking the right seat first. We received our briefing from [the relief officers]. I then sat down in the left seat and within less than a minute the right engine failed suddenly and completely. Initially we thought it was related to the seat change; possibly we had hit a fuel control switch; fire handle; etc? Within seconds the fire warning annunciated: we completed the red box items and began to depart the track. I must give a huge amount of credit to the [relief officers] for their incredible help and completely calm demeanor. [The Captain] took the airplane as soon as the fire ensued and did a beautiful job. We all quickly agreed that ZZZ was our best choice as we had received SIGMETS previously describing severe turbulence and other adverse weather [further along the route]. I believe I saw either 951 NM or 911 NM when I first checked the distance to ZZZ but I cannot clearly remember which. We had plenty of time to complete checklists; report our condition; fuel; souls on board; HAZMAT; etc. We studied the [airport diagram] to pick an ideal spot where ARFF (Airport Rescue Fire Fighting) could best approach us and quickly evaluate the condition of our aircraft. [The Captain] made a beautiful approach; landing; and rollout; textbook perfect. We were inspected; towed clear of the runway and then deplaned our passengers uneventfully. I want to emphasize the incredible professionalism [the Captain] displayed. The calm demeanor and professionalism by both [relief officers] were simply outstanding. It took their collective effort and coordination to conclude this emergency safely. I am forever impressed; and will now brief my crew members from a different perspective having seen this successful outcome and the reasons why. It was an honor to sit in the cockpit with these three very high caliber pilots.




Synopsis: A Boeing 777-200 Captain reported the sudden failure of the right engine while at cruise altitude. After all appropriate emergency checklists were completed a successful diversion to a suitable airport was accomplished.
Date: 201712
Aircraft: A320
Operator: Air Carrier
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; 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: There was dangerous goods planned for the rear of the aircraft. The load planner planned the Dangerous Goods in pit 6 with the First Class bags. We got a total of 8 bags in the rear that was loaded in pit 5. The [dangerous goods] did not show up to the flight until about 7 minutes before departure. I loaded the last minute [dangerous goods] into pit 6; as directed by the load plan. I would have taken a delay if I would have moved bags from the front to the rear on a [time-critical] departure.




Synopsis: Ramp employee reported improperly loading dangerous goods rather than take a delay.
Date: 202012
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR
Detector: Person Ground Personnel
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was showing out of the gate when the ramp tried to final. Once I finished working another flight I saw I had 5 Weight and Balance Check messages showing Hazmat not secure w/15 bags for flight Aircraft X. I called ZZZ Operations at first the zone controller did not want to be bothered said ramp will call me. After the ramp tried to final another 5 times the Lead [Ramp Supervisor] then decided to call the Load Planner. When he called he at first stated the Hazmat was below the line; which I corrected him and said nothing was ever below the line because the flight was not weight restricted. That line isn't what got my blood boiling; the lead then stated on a recorded called all of the Hazmat was no show and wanted me to hold it off. I refused because I couldn't understand why if it were a no show he would attempt to finalize the Manifest 10 times before calling me. When I asked him that question he hung up the phone. The lead then attempted another 6 time to finalize the Manifest with no bags in the pit; afterwards he called back to say the plane is going to have to come back because the Hazmat is onboard. If I would have been one of those push over load planners I would have simply held off the Hazmat taking the lead at his word and we would have had a plane takeoff with Hazmat onboard; not secured; and no pilot paperwork. That really irks me the fact that he lied on a recorded line to have me hold off Hazmat that he knew he loaded on the aircraft.




Synopsis: Air Carrier Ramp personnel reported Load Planner pressured Ramp Agent to falsify Hazmat departure documents to reflect initial Hazmat loading configuration error had been rectified.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Fractional
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Failed
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During our preflight and planning for our flight no abnormalities were noticed. Prior to departure we were in a lake effect snow event and planning to depart with all aircraft anti-ice systems on. After deicing the aircraft was complete we began our taxi. The taxi time was lengthy and upon reaching the runway the snow showers had ceased. We as a crew decided to depart with the anti ice systems in the off position and test the systems airborne due to the VMC conditions. On the initial climb we received the L WING O'HEAT annunciator. I the flying pilot maintained aircraft control and handled the radio calls.My pilot not flying ran the emergency checklist for the annunciator. Upon completion of the checklist the light extinguished. As per the checklist we needed to leave the left engine at idle power for the duration of the flight. We decided to return to [departure airport] and notified ATC. We did not declare an emergency but ATC rolled the trucks for our landing. We landed safely and spoke [with] the emergency crew upon reaching the FBO. We then notified company personnel. The aircraft was in maintenance prior to this flight for a cabin heat issue. The engine and bleed air systems were worked on during this maintenance. I am not sure if this maintenance event was related to our situation.




Synopsis: CE-560E Captain reported receiving L WING O'HEAT warning on initial climb. Procedure called for left engine to be run at idle so the flight returned to departure airport where the trucks were rolled.
Date: 201502
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: While taxiing to runway 1R via taxiway A; [another aircraft] exited from one of the alleyways in front of us onto A. We were approaching the F1 intersection and I stopped our aircraft to confirm with SFO ground control that we were to continue on A and not switch over to taxiway B at F1. Ground control confirmed that they wanted us to continue on A. A couple of hours after takeoff; [a flight attendant] informed me that she and [another flight attendant] had been injured on the taxi out. [One FA] said that her big toe had been injured on a cart and [the other FA] said that she had wrenched her knee while standing in the rear galley. Both FAs declined any medical aid and continued to work the flight. As per the FOM; I notified Dispatch via direct radio contact and I submitted a [report].




Synopsis: B757 Captain reported two flight attendants were slightly injured when he had to unexpectedly stop taxiing to avoid another aircraft.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight training a student to get his Private Pilot certificate. We were doing hood work. Leaving 2;000 feet MSL to climb to 2;500 MSL at full power a major engine malfunction developed suddenly...loss of almost all power; unable to maintain altitude and airspeed. Elected to land in nearby field planted in winter wheat. Contacted approach. Landing was a total success; airplane fine; no damage; no injuries to myself and student.




Synopsis: C-150 Instructor Pilot reported making a successful forced landing in a field following loss of power in climb.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After handoff from Approach Control to Tower; Tower cleared pilot to enter downwind leg of traffic pattern for runway XYR (right traffic). Upon descent; pilot leveled below 3443 MSL Traffic Pattern Altitude (to approximately 3100 MSL) and approximately half the distance from the runway than appropriate. Pilot discovered altitude and distance error when approximately 500 horizontal feet from abeam the control tower (2850 MSL height); and passed tower within approximately 200 horizontal feet and 250 vertical feet. Tower notified pilot that he was 'a little low and narrow;' and authorized a 270 left turn for base leg to correct altitude and position. Pilot complied and resumed landing procedures.Cause and corrective action: Pilot was in a faster descent than anticipated due to incorrect power setting and did not recheck altitude or position when near the field. Pilot must plan for power settings and descent more closely and sooner; as well as more frequently verify location relevant to the runway.




Synopsis: PA-28 pilot reported flying within 200 feet of the control tower during a visual approach.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise flight; began to have a fuel pressure fluctuation. This is a new aircraft to me and I had had this before. This time the engine failed and then restarted.I diverted to [a nearby alternate airport] rather than continue to my original destination.It appears that while I had fuel on the aircraft; the flow was interrupted. I added fuel and it worked without event the rest of the way.I will keep closer track of my flight time to ensure there is no re-occurrence.




Synopsis: Motor glider pilot reported diverting to an alternate airport after the engine failed due to a fuel pressure issue. Engine was successfully restarted in flight and the aircraft landed safely at the alternate.
Date: 201401
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Confusion; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: Normally used Runway XXR was closed but we were able to pull up departure numbers for XXL the shorter south side runway. We also had a slight tailwind departing in the southwest direction. Based on our closeout we were legal for departure but runway limited and somewhat near our balanced field limit. To add a margin of safety I elected to also do a packs off takeoff. The takeoff roll seemed long but we reached rotate with approximate 2;000 FT remaining and broke ground with approximate 1;000 feet remaining. Then during climb with the flaps and slats retracted we had to roll the autothrottle air speed up to 260 KIAS before the alpha speed warning extinguished in the thrust window of the FMA. 260 KIAS was 13 KTS above the expected 247 KIAS clean min maneuver speed set from our departure plan TPS.  After cruise altitude level off (lowed than flight plan because of gross weight concerns) I called Dispatch and ordered an arrival off load audit. We flew the arrival into our filed destination using a higher than shown gross weight speeds to add a margin of safety not knowing exactly heavy we were.  Possible overweight takeoff and possible overweight landing at ZZZ.


Second narrative: [This report contains no additional information.]


Synopsis: A MD-83 takeoff roll was excessive and during climb with flaps and slats retracted a clean climb speed of 263 KTS was maintained to extinguish the ALPA SPD warning. Excessive takeoff weight suspected.