elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 1801-2400
Location: MIA.Airport, FL
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MIA
ATC / advisory: TRACON MIA
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Aircraft; Airspace Structure
Primary problem: Ambiguous

Narrative: While flying the Flipper6 arrival at approximately LUVLY intersection and level at 8;000 ft.; I observed a drone pass to the left and just below the aircraft.  It was black; had 4 propellers and was moving rapidly in the same direction as us.  It had something hanging from it; a purse or duffel bag perhaps; maybe a plastic bag. I only saw it for a few seconds and reported it to approach control.  He responded 'Another drone huh?'.  It was about 100 ft below a 100 ft south of us.




Synopsis: B-757 Captain reported encountering a drone on arrival into Miami.
Date: 201411
Local time of day: 1201-1800
Location: FLL.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C FLL
ATC / advisory: Tower FLL
Aircraft component: GPWS
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Airport; Procedure
Primary problem: Airport

Narrative: Planned to land on RWY 28R in FLL. At 10 miles; and 6000 FT; Tower requested that we land on 28L. First Officer had already run data for both RWYS so we agreed. I had read the Company briefing [in the weather] packet; but misinterpreted the information to restrict our takeoff not landing. After we passed 100 FT we received a GPWS alert. We were almost on the runway so we continued to land uneventfully. Of course this is when we realized that we had made a mistake and referenced the weather packet again to find our error. The best way to prevent this in future is to remove the data for that runway from the OPC. If the data was not there we would not have tried to land on 28L.


Second narrative: [Report narrative contained no additonal information]


Synopsis: The flight crew of a B737NG was switched to and landed on Runway 28L at FLL after failing to recall a company restriction to not do so.  They received a nuisance GPWS alert just at touchdown.
Date: 201406
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Distraction; Training / Qualification; Workload
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: The aircraft had just received its annual inspection where it was reported that the loose nose wheel drag link had been shimmed. After preflight inspection a copilot and I were to fly to a nearby airport for lunch. I was the pilot in command; my copilot was to operate the radios in Class C airspace. Every aspect of the flight into our destination was normal and the aircraft handled well. After lunch we prepared to return to our home base. The wind was reported 7 KTS at 270 with gust of 14. Once cleared for 18; I began my roll down the runway with wind correction and at 60 I started to rotate. At this stage the aircraft violently pulled to the left; the aircraft became airborne; wing level in a high-pitched attitude and a direction 45 degrees left of the runway. Knowing my aircraft had just been worked on; my perception at that moment was I had lost control of both the nose wheel and rudder and an aggressive correction to the right may not be possible or safe. The aircraft was aligned with Taxiway P; there was no traffic anywhere to be seen; and I decided to abort the takeoff and land on the taxiway. The Tower was contacted; we declared we had a mishap and wanted to return to the FBO. At the FBO I telephoned the Tower to explain what had happened. We could not find any obvious fault with the controls on the ground but decided it would be better to hangar the aircraft. The next day I returned to the airport with a mechanic familiar with my aircraft and a CFI who also was familiar with me in my aircraft. Once the mechanic was satisfied the aircraft was fit to fly I returned to my home base with the CFI and demonstrated an additional two crosswind takeoff and landings. I believe a gust of wind turned the aircraft. With the nose high; the wheel steering in a 172 becomes disengaged and the relatively low airspeed made the rudder less effective. The aggressive turn and lack of response of the rudder or nose wheel to peddle lead me to believe there was a fault.




Synopsis: A C172 pilot made a precautionary return to land suspecting a malfunction after the aircraft abruptly turned 45 degrees during rotation. He later realized a strong gust has caused the turn.
Date: 201407
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Check Pilot; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We experienced compressor stalls climbing out after takeoff on the left engine. Accomplished appropriate checklists. Declared an emergency and returned to [departure airport].  On approach the same engine that compressor stalled failed. We accomplished a go-around in order to re-assess. We then returned for a single-engine ILS approach followed by an overweight landing.  We then taxied to the gate under aircraft power.


Second narrative: During the climb left engine started compressor stalling around FL230. I was the pilot monitoring. When this happened we experienced vibrations and burnt fumes [in] the cabin for a few seconds. We immediately assessed the situation. We followed the checklist and retarded the left throttle until the engine stabilized. The conditions stabilized with about one inch of forward throttle. In accordance with the QRH we left it there at a thrust level that was surge and stall free. All indications remained normal for the condition. The EGT gauge showed max exceedance of 627 which was momentary during the abnormal condition. This was confirmed by the cabin crew who reported flames had shot out the left engine. Upon arrival the weather was 1 mile visibility and 300 overcast IFR. We requested the longest available runway and an ILS approach. An emergency was declared and emergency equipment was summoned. On final approach the generators switched and the engine indications trended to a downward direction. With little time to assess the situation we secured and shut down the left engine. When all the electronics clicked over it turned off the autopilot and we decided the best course of action was to go missed and come back around for an uninterrupted approach. We came back around and performed a single engine approach to a landing. The landing was overweight at approximately 306;000 lbs. Autobrakes 4 was used. The touchdown and braking was smooth and normal. We exited the runway and the emergency equipment came out and inspected the aircraft for damage. No damage was noted. Aircraft taxied to the gate under the right engine power. Maintenance log entries were made for the engine abnormal and overweight landing.


Synopsis: B767-200 flight crew reported experiencing compressor stalls and subsequent engine failure shortly after takeoff. They declared an emergency and returned to departure airport.
Date: 201309
Local time of day: 1201-1800
Location: CMH.Airport, OH
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E CMH
ATC / advisory: TRACON CMH
Aircraft component: Navigation Database
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: On the arrival descent into CMH; it was discovered that the FMC database for CMH Runway 28L was incorrectly displaying frequency 108.7...... the correct frequency is 111.75.   With VFR conditions and the runway in sight 15 miles out; we manually tuned the ILS and conducted a visual approach to Runway 28L at CMH. It would appear that the updated database (which was changed on 9/19/13) was incorrect for CMH Runway 28L ILS. If the database for CMH was incorrect on this aircraft; it most likely is for all aircraft with the new database.  I would suggest the 9/19/13 database be checked and corrected and then be reinstalled in all aircraft.




Synopsis: A319 Captain reports that the autotuned frequency for the ILS 28L at CMH of 108.7 is not correct and should be 111.75.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Small Transport
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Diamond Aircraft Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Workload; Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: I had Aircraft X in LUAW (Line Up and Wait) Runway XX waiting for Aircraft Y to complete a Touch-N-Go Runway XXR. While the Aircraft Y was around short final Runway XXR; a Helicopter (Aircraft Z) called ready to depart from west side of the airfield. I also had 2 helicopters (Aircraft A / Aircraft B) inbound who were 2 - 2.5 miles out to land. I quickly responded to Aircraft Z to depart and proceed outbound.Based on memory; I don't recall giving Aircraft Z any traffic about Aircraft X in LUAW. My memory feels like about 1-2 minutes now have passed and Aircraft Y is now upwind Runway XXR and crossing the intersection of Runway XX. I tell Aircraft Y to continue upwind. I then clear Aircraft X for take-off Runway XX. As I'm scanning the runways watching Aircraft X start his departure rotation; I noticed a helicopter going east about to cross the departure end of Runway XX. I thought that helicopter was Aircraft A which was supposed to land and according to our Letter of Agreement (LOA); would make him restricted west of Runway XX. Finally; I reached out to Aircraft A and told them to turn base now to land. Aircraft A then responded that they were still 1 mile west. I then realized my mistake and that the helicopter crossing the departure end was my helicopter outbound. I became flustered and a bit panicked and tried to reach out to that Aircraft Z; but accidentally called them the 3rd helicopter's call sign; Aircraft B; adding even more confusion to the whole scenario. At this point Aircraft X passes below Aircraft Z by maybe 50 to 100 ft. I apologize to Aircraft X about the close aircraft; he responded that he had the helicopter in sight. I then later reach out to Aircraft Z and apologize; and they said it was OK. Aircraft X did not report a RA and neither aircraft reported having to take evasive maneuvers.




Synopsis: A Tower Controller reported they confused call signs and locations of helicopters arriving and departing which resulted in their instructions causing a NMAC between one of the helicopters and a departing fixed wing aircraft.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: During flight we encountered severe wake turbulence from an aircraft flying in front of us. At the time of the event the seatbelt sign was off; the other FA and I were seated in the aft galley; one passenger was in the aft LAV; and two passengers were standing in the first class cabin. Neither myself or the other FA were injured; and all passengers reported to us that were also uninjured. We followed procedure as normal during descent and landing as no one was injured. Upon landing the CA called the FAs on the phone to inform us why we were greeted by fire trucks; ambulance; and squad cars. He then informed the passengers of the situation. When we opened the boarding door at the gate a police officer came on board to speak with the CA. Maintenance was called and we switched gates and took another aircraft for our final flight.




Synopsis: Air carrier Flight Attendant reported encountering severe wake turbulence during the flight. No injuries were reported.
Date: 202004
Local time of day: 1801-2400
Location: ZMP.ARTCC, MN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ; Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While preparing to turn to base [I] discovered I had no hydraulics. Unable to lower flaps and unable to lower landing gear. [I] circled ZZZ while attempting to rectify situation. Contacted Center to notify them of my situation and explain why I was circling airport. Center [provided assistance]. Followed checklists. I asked Center to notify my mechanic and provided name and phone numbers. [I] was able to pump the gear down and landed safely. After landing I notified Center that I was safe on the ground. Mechanic met me and hangared the aircraft for inspection. No injuries or damage.




Synopsis: A Private Pilot reported a complete hydraulic loss and landed safely.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 0
Light: Daylight
Aircraft: MU-2 Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I was on an IFR flight plan to ZZZ descending out of 7000 to 4000 while talking to approach control. It was solid IMC. Tops were 7200; bases were 3800. While descending through 5500 I noted another aircraft on TCAS about 5 miles same altitude traveling toward me also descending. I queried ATC and they said he was a VFR aircraft not talking to ATC. I told ATC it appeared we were closing rapidly; I was given a 30 degree left turn which I immediately performed. The other aircraft at the same time seemed to turn toward me and kept descending. We were within a few miles; I then got a TCAS traffic alert. I started another left turn but the aircraft continued its track toward me. My TCAS showed our aircraft at same altitude and on top of each other on the screen. I then started a climb. I estimate the aircraft passed behind me and we missed by less than 50 feet. I then landed without any other issue. I told ATC that I feel that was real close and I was going to file a NASA report. When I cancelled my IFR on the ground control asked me to call them. I did and spoke to the controller. He verified that there was a loss of separation and that the aircraft was VFR and not talking to ATC. He was able to give me the aircraft type and tail number. I was able to find out who the pilot flying was and I called him to discuss. He said he was VFR; saw a mile wide hole in the clouds and wanted to descend which is when he turned toward me and descended. He said at one point he had me in sight but it was solid IMC. He does not have an instrument rating..




Synopsis: Mitsubishi pilot reported an NMAC with a VFR aircraft while on approach in instrument conditions.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Viking
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Exited marked runway to taxi area and turned at too great a speed. Taxi area was much rougher than the runway and ruts caused right gear to collapse. All three gear were damaged; but no other damage to the aircraft other than small cosmetic damage to bottom of wing where the gear contacted it. No prop strike or any structural damage.




Synopsis: Bellanca Viking pilot reported exiting the runway at high speed; resulting in landing gear collapse.
Date: 201506
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
Aircraft component: Flap/Slat Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Troubleshooting; Distraction; Communication Breakdown; Time Pressure
Second reporter function: Dispatcher
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Manuals
Primary problem: Aircraft

Narrative: On arrival; when slowing for arrival flaps set to 1+F; then to 2. During setting of flaps to 2; got ECAM msg F/CTL FLAPS LOCKED. Flaps were locked at 1. Went through procedures; communicated with Dispatcher; [notified] ATC and landed on longest runway.  Landing uneventful. Talked to maintenance after landing and they took aircraft to maintenance hanger.


Second narrative: Dispatcher received a message from [Aircraft X] about ECAM indication of Flaps/Slats both locked at 1 and requested runway distance information. When dispatcher attempted to access via A320 Land application the application froze and dispatcher was unable to restart. When dispatcher attempted to access PDF Performance Manual the PDF file would not load.The flight was circling near ZZZ at 4;000 feet AGL for approximately 13 to 15 minutes until dispatcher was able to provide relevant speed and landing distance information. The flight made a successful landing. In addition the dispatcher had another issue when computing a re-route for another flight that was at the end of the runway ready for takeoff. The [flight] computer gave an error message and froze numerous times on the same desk.The flight was delayed in getting critical information due to the workstation being slow to load required documents.


Synopsis: An Airbus A-321 flight crew when deploying flaps to 2; got an ECAM message 'F/CTL FLAPS LOCKED'. They followed procedures and contacted their dispatcher for landing speed and distance numbers. They had to wait 13 to 15 minutes. The dispatcher reported that the Performance Manual would not load. The flight made a successful landing.