elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial
Human factors: Workload
Anomaly: Ground Event / Encounter Vehicle
Detector: Person Flight Crew
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Airport; Weather
Primary problem: Ambiguous

Narrative: Uneventful landing on ZZZ [Runway] XXR with high speed exit onto Taxiway K. Tower cleared to taxi short of Taxiway D to contact South Ramp. Ramp cleared us to the gate via Taxiway C. I stopped on [Taxiway] K prior to turning onto [Taxiway] C because a heavy was taxiing south on Taxiway J under Ground control; and I was not certain who was giving way. First Officer queried Ramp Control who told us we had right of way and to continue. [We] restarted taxi onto Taxiway C inbound to gate. [We] crossed Taxiway J onto ramp where there is a service road that crosses Taxiway C. [We] looked left through side window with rain drops on it and wipers engaged on windshields; [it was] dark with rain and mist conditions. [We] did not see a food services truck approaching from the left. [The] first siting of the truck was when it appeared in the taxi/recog lights; passing left to right in front of the airplane. [We] tried to brake; [but] could only stop to the extent that collision occurred with airplane nose to back side panel of truck with minimal forward speed. [We] set [the] parking brake; called Flight Attendant to inquire about passenger welfare while First Officer contacted Ramp Tower to report collision and request assistance. With no injuries on board; [we] made decision to have airplane towed to the gate with passengers remaining seated. While waiting for Ops tow; [we] contacted Dispatch to initiate the incident response. [We] coordinated and complied with on scene Airport Operations Reps. Passengers deplaned at the gate after an approximate twenty minute delay. [We] completed post event safety event conference call; statements; and drug and alcohol testing by company rep under the supervision of Assistant Chief Pilot [and then was] released from duty.




Synopsis: CRJ-200 During night operations with ground weather and rain; a service vehicle made contact with an aircraft that was taxiing on an active taxiway.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Cargo Restraint/Tie Down
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After bag loading; the lead ramp person informed me that one of the hooks at the bottom of the rear cargo door net was missing completely. I entered this discrepancy into the aircraft log book and notified Maintenance Control via ACARS of the write up. We got no response from Maintenance; probably due to the spotty coverage in the area; so after 15 minutes or so I called them to see if they had received my message. They had not so explained to the Maintenance supervisor our problem. His response was; did you put it in the book? I said yes it is a write up in the aircraft log. He then said well now we have a real problem because we have no Maintenance in [this station] and this is not a crew deferrable item. He then proceeds to say if I had not put it in the book we could have gotten the airplane to a station where we had Maintenance. I can not believe what I just heard; Maintenance Control is pushing the operation of aircraft with an open item to a place that is convenient for them to work on the plane. He then went on to say this would be a lengthy delay and that our Maintenance personnel had left [this station] the week before. Are we still operating this airline like a back woods hick operation? The ground personnel notified me of the problem with the airplane so it goes in the book; period end of story. It is not the crews problem of where do we have Maintenance today; that's the company's problem. As it was we did have contract maintenance and it ended up being about a 50 minute delay to do things the way they are supposed to be done. To even suggest to a pilot that maybe if you don't write that up where you are we can deal with it at the end of the day is unconscionable. Crew members should never allow the convenience of the company or the insinuations of an extended delay determine the discrepancy entry into the log of the plane. If it is broken write it up. In the Airbus this is extremely important due to the nature of its design. When we call Maintenance Control there should be only two responses; either we can do a pilot deferral or we are calling out Maintenance personnel at this time.




Synopsis: A319 Captain reported entering a cargo net discrepancy in the logbook prior to departure and informing Maintenance. The Captain was then chastised by the Maintenance Controller for making the entry at a non maintenance base.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On our descent at about 19;000 FT we had the master warning light come ON with no bell sound. It extinguished itself immediately (just a quick on and off). At 13;000 FT I smelled a burning smell. I asked the Captain if he smelled the burning smell; initially he said no but a few seconds later he said that he does smell it. The smell was becoming more and more defined and smelled like wires burning (could have been from the overhead panel). I decided to declare an emergency and get priority handling and land as soon as possible. We could smell the burning smell all the way down to a lending. We landed with no incidents. We had the emergency equipment follow us all the way to the parking. After shutting down the engines we went back to open the door. The passengers told us that they smelled a burning smell earlier in the flight; but they did not say anything to us about that until now!!! The passengers left and the Captain went to call Maintenance to come and check the airplane out; while I talked to the Fire Department and filed them in on the situation. The Fire Department went on the airplane to make sure it was safe; they said that they could smell a burning wires smell and that I made the right call declaring this as an emergency. In the same time; I contacted [the company] and filled them in on the situation as well.




Synopsis: Hawker 850XP First Officer experiences a master warning light during descent; with no other indications; that quickly extinguishes itself. At 13;000 FT an electrical burning smell is detected and an emergency is declared for an expedited landing at the destination airport.
Date: 201606
Local time of day: 1201-1800
Location: ATL.Airport, GA
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were descending on the arrival through 9000 ft and something flew by our right wing. It may have been a drone. My First Officer saw it; but I did not. We reported it to ATC.




Synopsis: B737 Captain reported possibly encountering a drone that flew by the right wing while descending through 9000 ft on approach to ATL near POORS.
Date: 201707
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Hyd 3 failure at cruise one hour after departure. Returned to the departure airport without incident.


Second narrative: Approximately 5 minutes after level off at FL360 and reviewing aircraft systems noticed the HYD 3 system below the blue line and decreasing. Subsequent HYD 3 Elev Off level 1; then HYD 3 off level 1 and finally HYD 3 Fail alert all within about 5 minutes. Advised Center for emergency return; relayed status to Dispatch via SAT Call and contacted Ramp over VHF. As per QRH; alternate extension of both main and center gear. We asked for a 20 NM final to Runway XX (longest runway) with crash crew on standby. Uneventful landing with no fuel dump and taxi back to ramp with ramp on standby for a tug. Caused by loss of HYD 3 system due to complete fluid loss.


Synopsis: MD-11 flight crew reported the Hydraulic System 3 failed that resulted in a return to the departure airport.
Date: 201907
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Airliner 99
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Troubleshooting; Confusion
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After starting the aircraft; I ran through my normal procedures including flows and checklists. I began to taxi out of the assigned parking [Company] holds for ZZZ which faces South on the helicopter pads for Runway XX. This included me making a right 180 degree turn to enter taxi way 'A'; during the turn I was ensuring I had adequate distance to the other aircraft parked on the ramp as well as informing traffic of my intentions. Once aligned on taxi way 'A' I began my taxi flow. I finished my flow approximately 50 ft from the intersection of 'A' and Runway XX. To which I made a radio call announcing my intentions to cross; cleared both directions to make sure there wasn't any landing traffic; and finally reached down to turn on my lights as per [Company] runway crossing procedures. I crossed the runway and announced I was clear and would continue northbound on 'A' for Runway XX. I reached down and flipped off my lights and when I looked back up I noticed my 'L OIL PRESS' light had illuminated. I looked downed at my oil pressure gauge and confirmed the oil pressure level was just at '0'. My oil temperature was on the rise but had not yet exceeded red line so I ran the emergency flow for an engine fire on the ground. Shutting down both engines. The left engine then began to smoke greater than normal out of the exhaust stack. The winds made it difficult to tell if it were coming only out of the exhaust stacks or the cowling. The engine smoked for a few minutes then slowly stopped. I called Airport Ops to come tow me in. Then called Dispatch and informed them of the situation. Once the ground crew arrived; I exited the aircraft and began a basic inspection on the left engine. I opened the cowling and observed the oil dipstick was too hot to remove and check at that time. I then spoke with Maintenance and the [Operations Control] to begin coordinating the next plan of action.




Synopsis: C99 pilot reported oil pressure problems during taxi out.
Date: 201202
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
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: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: Our flight left on time and with about 58 minutes to go I went to the flight deck where the Captain informed me of the remaining time. When I left the flight deck I finished cleaning my galley and took my garbage to the back galley. I felt the start of descent so I headed to the front of the aircraft. As I got to row four a triple chime sounded and I saw the emergency red light flashing. Both flight attendants immediately grabbed our phones. The First Officer advised we had a minimum time; planned evacuation emergency situation. He calmly let us know we had a left engine failure and that we had eight minutes to prepare the cabin. He advised we wouldn't have to do the brace command as we should have a normal landing and that we would have the fire department follow us to the gate. Then; while the First Officer was doing his passenger briefing; the other flight attendant and I secured our galleys; checked the bathrooms and locked them.I then read the 'Emergency Landing Cabin Preparation' as my partner did the demo. We both walked through the cabin and made sure the passengers didn't have any questions and that they were in compliance and had their seat belts fastened. When we heard the previously briefed landing alert from the cockpit we secured ourselves in our jump seats. We had a normal landing without further incident and were able to go to the gate and deplane the aircraft normally. I feel that part of the reason we had a successful emergency landing was because our training department has done an excellent job of preparing us for this type of emergency situation.




Synopsis: An ERJ-170 crew; with only minutes to prepare for a possible emergency evacuation due to a failed left engine; calmly accomplished all required preparations and; while prepared for the worst; managed a safe; uneventful and responsibly managed completion of the flight.
Date: 201201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Physical Injury / Incapacitation; General Maintenance Action
Contributing factors: Equipment / Tooling; Human Factors; Company Policy
Primary problem: Ambiguous

Narrative: During pushback; the aircraft came to an abrupt halt. I asked the Captain and he said there was a breakaway from the tow bar and he applied the brakes to avoid rolling into an active taxiway. (As First Officer I do not monitor cockpit to ground communication during pushback.) The aircraft rolled about 15 FT from the tow bar. I queried the Purser and she said the 2 flight attendants in the back were mildly injured (possible bruised back; stiff neck; injured hand). We returned to the gate for a maintenance inspection of the nose gear and no damage was found. The Captain called the Duty Manager and the decision was made that the 2 injured flight attendants would not continue as working crew members.


Second narrative: During pushback; the pushback crew yelled; 'Breakaway; breakaway; breakaway.' The tow bar became disconnected from the aircraft. Not knowing how much clearance I had behind me in the alley I applied the brakes and stopped the aircraft. After the brakes were set; I called the flight attendants to check on their condition. The Lead Flight Attendant said that two flight attendants in the rear had been hurt. We returned to the gate to have both the aircraft and the flight attendants checked over. I called Maintenance; the Duty Manager; and Dispatch.


Synopsis: A320 flight and cabin crew describe a break away from the tug during pushback that results in Flight Attendant injuries and a ferry flight back to base. During the ferry flight the flight attendants do not sit in their jump seats.
Date: 202111
Local time of day: 0601-1200
Location: HHR.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D HHR
ATC / advisory: Tower HHR
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Distraction
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related; Airspace Structure
Primary problem: Airspace Structure

Narrative: After departure from Runway 25 at HHR on the SPACX2 Departure; Tower advised us of traffic 10-11 o clock at 3;500 and handed us off to departure. We simultaneously received a TA and I manually leveled off at about 2;500 feet (we were assigned 3;000 in our clearance). I immediately noticed a small single engine plane (presumably exiting the SFRA) at our 12 o clock. The SoCal Departure Controller gave us a further climb. Given the timing of all these occurrences; including the late level off for traffic; we exceeded the 250 kt speed limit below 10;000; as well as the 200 kt speed limit below Class B.  Copilot and I were keeping an eye on traffic. Auto throttle did not maintain 200 kts as we were in FLCH mode below our level off altitude of 3;000 MSL. I noticed this in our HUD and immediately disconnected autothrottles and retarded them to maintain 200 kts. Had we not visually acquired the other aircraft; I would not be surprised to have gotten very close given our subsequent climb instruction. This would have resulted in a rather dramatic RA. I do not believe HHR Tower should have cleared us for takeoff with traffic exiting SFRA right in our path on the SID.




Synopsis: Pilot reported a NMAC with an aircraft that was exiting the LAX SFRA.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on the arrival two EICAS messages appeared; Stall Protection System (SPS) ADVANCED and FLAP LOW SPEED; as well as no indications of flap position. Below 250KIAS; the Captain and I decided to position the flap lever to the 9 degrees position to see if there was any movement or no indication. With still no flap indication; we called our flight attendant to have her check out the windows to see if the flaps had changed position; she called back to say the flaps had not moved. Captain flew the airplane; and I proceeded to run through the QRH for flap failure at 0 degrees. I [let] ATC [know about our] flight control failure of the flaps; and asked for delay vectors. The Captain and I briefed our flight attendant; the company (dispatch/maintenance); and the passengers about the situation. Once we were ready; we asked ATC to return to the airport. The Captain flew the ILS approach; [and] landed with no further issues. I notified ATC that we would require no further assistance; and we taxied into the gate.The aircraft was in an undesired state to land with the flaps stuck at 0 degrees. After calculating landing distance with the ACARS with a QRH landing distance penalty applied; the captain and I determined that the runway length suitable to land as safely as possible in the undesired aircraft state.




Synopsis: EMB-145LR First Officer reported flap failure resulting in a successful zero flap approach and landing.