elihoole/asrs-aviation-reports huggingface dataset:
Date: 201210
Local time of day: 0001-0600
Location: SEA.Airport, WA
Weather elements / visibility: Rain
Light: Dawn
Aircraft: MD-11
Operator: Air Carrier
Flight plan: IFR
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Maintenance
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft had 3 days remaining on its Cat 3 Status. [We] decided to perform a monitored CAT 1 ILS autoland [approach] to update the Cat 3 currency. Weather was BKN 040 10 SM 150/15 RA. It had just begun raining and runway was damp; but braking action was good. The landing gross weight was 388;000 LBS; configuration was 35/EXT; medium autobrakes; and HUD/EFVS was used. Stable approach flown to a DUAL LAND autoland all normal until nose-wheel touchdown. The plane landed slightly right of centerline with no crab and a nice touchdown (ACARS closeout had 1.2 g and 5.8 pitch). Upon nose-wheel touchdown the autopilot made a moderately aggressive correction to centerline. As the airplane corrected left to centerline; a shuddering occurred. I clicked off the autopilot and simultaneously got an aural Landing Gear alert with the associated level 1 CTR GEAR MALF alert. I slowed the airplane to a complete stop on the runway. During that time there was no adverse handling characteristics after that initial shaking. The configuration page showed all brake temperature and tire pressures in the normal range; and a red unsafe gear indication for the center gear. After taxing clear of the runway; we received a Level 2 HYD 3 FAIL alert. I stopped the aircraft and ran the associated QRH checklist. The plane taxied normally when clearing the runway; so I decided to taxi straight ahead and because of the limitation to making right turns; have maintenance tug us in the parking spot. When Maintenance attached the tug and inspected the center gear; they notified us that there was extensive damage to the center gear. The First Officer notified ground control to perform a FOD check of the runway and taxiway. Normal shutdown sequence. From the look of the Center Gear after shutdown; I can only surmise that the center gear strut failed due to fatigue.




Synopsis: During landing a rollout; the flight crew noticed a shudder followed by a center landing gear warning. When they arrived in the gate area; Maintenance identified damage to the center landing gear.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: DA20 Undifferentiated
Operating under: Part 91
Mission: Personal
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After a normal preflight check I flew a VFR flight plan with a passenger; uneventful flight and landing. After a short stop and abbreviated preflight check; I attempted to depart. While taxiing to the runway for departure; the aircraft started to drift/pull to the left at about 2/3 down the taxiway. Winds were essentially calm and the runway/taxiway has about a 5 degree downward slope. As I applied the brakes; right to left; the aircraft continued to pull to the left. Needing to stop to maintain the aircraft on the pavement; I decreased the throttle to idle and continued to apply the breaks. The right brake failed and the aircraft departed the paved surface of the taxiway on the left (non-runway) side. The throttle was at idle; the fuel mixture was pulled to full lean; ignition turned off and fuel pump turned off. Passenger and pilot exited aircraft as smoke was noticed coming from under the right side of the aircraft. Flames and smoke were seen coming from the right wheel cover. The fire extinguisher was removed from behind the passenger seat and the flames were extinguished. A trail of brake fluid was noted on the taxiway for about 10 to 15 yards from the right wheel.The flight school (aircraft owner) was notified via cell phone; photos were taken and the aircraft was secured at the airport per instructions. There were no injuries to passenger or pilot; no airport damage and the aircraft was able to be pushed to the parking ramp.

Callback: The aircraft had spent 30 minutes on the ground between the first leg and and the incident taxi and the brakes should not have been overheated in any way. Maintenance found that the brake cylinder seal was damaged and leaking; but whether this damage was caused by the fire could not be determined.



Synopsis: DA20 pilot reports aircraft pulling to the left during taxi but when the right brake is applied to correct it fails and the aircraft departs the taxiway to the left. After exiting the aircraft a fire is noticed on the right wheel and is quickly extinguished with the fire extinguisher from the cabin.
Date: 201901
Local time of day: 1801-2400
Location: CAE.Airport, SC
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C CAE
ATC / advisory: TRACON CAE
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: Human-Machine Interface; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Overshoot; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: Chart Or Publication; Human Factors; Procedure; Airspace Structure
Primary problem: Airspace Structure

Narrative: I was at 2;600 feet and was cleared for the Visual Approach for Runway 29 to CAE. I then informed my First Officer to set the next expected altitude on the ILS of 1;600 feet. During our descent through 2;000 feet for 1;600 feet; we got an aural message of 'Caution Terrain' because of two lighted Towers to our two o'clock direction from the cockpit. I then turned off the autopilot and started a left turn and climb. At this moment is when Approach came over the frequency and told us to climb to 2;400 feet and cancel the Visual Approach. Once leveled off; we were given a new heading and cleared for the Visual Approach again and was then told to contact Tower. We then checked in with Tower and was cleared to land. At this time we landed safely and taxied to the gate.


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


Synopsis: CRJ-200 flight crew reported receiving a Terrain Alert while conducting a night time Visual Approach to CAE airport.
Date: 201512
Local time of day: 1801-2400
Location: OMDB.Airport, FO
Flight conditions: VMC
Light: Dusk
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: Tower OMDB
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: During climb out of Dubai around 4000 ft with clean configuration and foot +15 we had momentary stick shaker due to wake turbulence from preceding B777.




Synopsis: MD-11 Captain reported encountering wake turbulence during climbout from Dubai.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA20-C1 Eclipse
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class G ZZZ
Aircraft component: Fuel Line; Fittings; & Connectors
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
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: My student and I left for a local instructional flight from ZZZ; which I expected to last for about an hour and a half. We departed toward the southeast and we did some maneuvers. We then did a practice diversion to ZZZ1; did a landing; and departed to the northwest. When we were about 15 miles away from ZZZ1; I had the student descend to 1300 MSL; about 800 AGL; for turns around a point. During the maneuver; the engine stopped running and we could only get it to run at idle. I took flight controls and pointed us toward a field and my student checked mixture; verified fuel pump was on; cycled the magnetos; and turned the prime on. On our final approach to the field; I extended the flaps to landing (fully extended) and then we slowed to 60 on final approach. My student secured the engine by pulling the mixture to idle; closing the fuel shut off valve; turning off the magnetos; and also turned off the aircraft electrical system. The aircraft touched down and we brought the aircraft to a stop in the field and then I called our flight dispatcher. The problem is believed to be an issue with the aircraft's fuel system.

Callback: Reporter stated that post maintenance inspection revealed a fuel line clip had come loose which caused a fuel line to vibrate and fail.



Synopsis: DA20 flight instructor reported an engine failure and successful landing in a field. Post maintenance inspection revealed a fuel line clip had come loose as the fuel line vibrated and failed.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi; Aircraft In Service At Gate; In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was seated in my jump seat for takeoff when I smelled a fish-like odor; as if someone were cooking fish. We became airborne and another Flight Attendant said she noticed the same odor. I went into the lavatory and could really smell it coming from the vent above. (It seemed associated with the aircraft). The Captain was informed. He had a deadheading pilot meet [us] in the aft galley to discuss the odor. The pilot felt it was safe to proceed; so we did. There were no known issues but we were continued to be bothered with the smell for the duration of the flight.




Synopsis: B777-200 Flight Attendant reported a 'fish-like odor' fumes event during taxi which continued into the climbout. After advising the Captain and discussing the situation with a deadheading pilot; it was determined safe to continue to their destination.
Date: 201409
Local time of day: 0601-1200
Location: IAH.Airport, TX
Flight conditions: VMC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On vector approach to 8R IAH outside of EELPO at 5000 [ft] control cleared us for ILS to maintain 3000 [ft] until established. I did not realize First Officer had reset altitude window to 2000 [ft]. Descended to 2000 [ft] outside EELPO on autopilot. We failed to [verbalize] new altitude.


Second narrative: The captain and I were flying the last leg of a four day trip together. We were inbound on the GUSHR 2 RNAV arrival and upon initial contact with Houston Approach we were told to expect RWY 8L. We were subsequently told to expect RWY 8R and were assigned a heading and a clearance to descend to 6000 feet. With the aircraft set up for 8R ATC issued a heading to join the localizer for 8R; maintain 5000 feet until established; 190 knots to JELLI and 170 knots to EELPO; cleared for the ILS 8R. The vector placed us on the final near JELLI and at the same time we were approaching 5000 feet. As we joined and began to slow to our 170 knot speed I prematurely dialed the MCP altitude selector down to 2000 feet in reference to MATON. I did not initially verbalize this due to a number of other things going on at the time. The captain later acknowledged that he saw 2000 was set in the MCP altitude window. At this point we were slightly below the glideslope but as the approach progressed the aircraft continued to diverge further below the glideslope. I believe neither the captain nor I took action due to the false sense of security brought on by our now visual surroundings. ATC queried us regarding our status prior to our reaching MATON. At MATON we intercepted the glideslope and continued the approach to landing.


Synopsis: Air Carrier flight crew reports being cleared for the ILS to maintain 3;000 feet until established; but the First Officer elects to set the FAF altitude of 2;000 feet in the MCP window. His action resulted in a descent below 3;000 feet prior to glideslope intercept and received a query from ATC.
Date: 202011
Aircraft: Commercial Fixed Wing
Aircraft component: Headset
Component problem: Design
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Physiological - Other; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: The company requirement to use X type headsets is a safety issue. It exposes flight crew members to COVID-19. It also contributes to fatigue because these headsets do not have active noise reduction. Provide headset adapters on each aircraft; so personal headsets may be used. I'm sure most of the pilots would be willing to donate their adapters.




Synopsis: Captain reported pilots are being exposed to COVID-19 because the company requires the use of specific headsets on the flight deck.
Date: 201201
Flight conditions: IMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Position Computing System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Procedure; Aircraft; Company Policy
Primary problem: Aircraft

Narrative: Lost nav capability on downwind ILS 34. IFR ceiling 500 FT visibility 1.5 miles. Went to STBY NAV Mode; manually tuned ILS's while on base. Got intercept vector. LOC did not engage; was still 15 miles out. Got re-vectored; did manual hand flown ILS. LOC was squirrelly. Uneventful landing. Got L/G SYSTEM DISAGREE ECAM during taxi in.

Callback: The Reporter stated that the Map display failed on both ND's even though the ND's appeared to continue normal operation. The event occurred in very busy Class B and he momentarily considered executing a missed approach but because of fuel considerations and a very knowledgeable efficient crew they were able to make the required manual navigation radio selections. The lack of automatic loc and glideslope lock-on surprised him. He felt that the Company training for this type event was inadequate and that he was ill prepared for all that transpired. A checklist of some sort for manual radio setup and flight procedures would help but following the checklist would certainly require a go around to get properly set up. The basic fact he will remember is there is no NAVAID auto tuning and the aircraft is flown raw data. After arrival; the aircraft was powered down and after re-powering; all systems returned to normal with no ECAM or other annunciations indicating what had happened.



Synopsis: While on approach vectors; an A320 Map function failed with operating ND's so the STBY NAV Mode was selected; the ILS tuned; and the approach flown raw data to a successful landing. The systems reset after the aircraft was powered down at the gate.
Date: 202108
Local time of day: 1201-1800
Location: JAN.Airport, MS
Aircraft: No Aircraft
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction
Anomaly: ATC Issue All Types; Ground Event / Encounter Ground Equipment Issue
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The fire alarm continues to be an issue. The fire alarm started going off; which it has gone off for years now. As I've stated before; it is a huge distraction; the fire alarm is with 10 feet of the radar scopes. I called the airport authority to tell them it was going off; there response was 'Well it's not going off down here.' So me not knowing if it's a real alarm or not; I executed a contingency plan after contacting my manager. This isn't a management issue either; management is doing everything they can to fix this as well. We were somewhat busy with several airplanes inbound and outbound. I don't feel comfortable being watching someone work 10 airplanes while the fire alarm is going off. This needs to be fixed. Fix the fire alarm.




Synopsis: JAN Tower Controller reported the fire alarm goes off periodically for no reason.  This is a known reoccurring issue.  Reporter stated not knowing if it is a real fire or a false alarm every time it goes off is an issue which causes distraction.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Non-Flight
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Equipment / Tooling

Narrative: First Officer got push clearance from Ramp to push to the T and repeated to me cleared to push to the T. I told tug driver; 'Brakes released cleared to push to the T.' The aircraft started moving backwards. We had not pushed very far; just a few feet when a panicked tug driver started saying I have lost the brakes; I have lost the brakes. I started asking him do you want me to set the brakes? After asking three times; and not getting a reply; I applied brakes to stop the aircraft and set the brakes. I told the tug driver; the brakes are set. He did not talk to us for what seemed like a minute or two. He finally said set the brakes and I repeated brakes set. At this point I could see part of the tug out of my window. I told him I would need to talk to Maintenance. Maintenance then took over communication from the tug. Maintenance disconnected the tow bar and tug. With a new tug and tow bar we were pulled back to the gate.


Second narrative: After receiving cabin ready notification; I requested a push clearance from Ramp Control; which they cleared us to the 'T'. Captain asked via interphone if crew was ready for pushback; tug driver responded that they were. Captain then stated 'Brakes released; cleared to push to the 'T'.' we started rearward motion; then within a second or two; the Captain and the tug driver were conversing; the tug driver was stating that his brakes weren't working. Captain then asked if he wanted brakes set; which he had to repeat multiple times before he got an okay from the tug driver. It was at that time; we got a violent jolt because the tow bar broke. The Captain then set the brake as the airplane came to a rest.


Synopsis: A320 flight crew reports a brake failure on the tug pushing them back from gate as indicated by the tug driver. Aircraft brakes are applied but not before a violent jolt is felt and the tow bar breaks. The aircraft is towed back to the gate by a different tug for maintenance.