elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Engine
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On takeoff roll; a large brown bird struck the number one engine. Vibrations and loud rumbling was observed. I aborted the takeoff at about 40 knots. Cleared the runway. Emergency procedures and checklists accomplished. Normal deplaning of the passengers. Debriefed the crew. The mechanic and I inspected the motor; several fan blades severely bent; and interior of the inlet covered in blood. No further evidence of the bird exists.


Second narrative: On take-off roll at approximately 30-40 knots; we had a bird strike which we first thought was a nose wheel impact; with a low vibration noise for several seconds; at which time we aborted the takeoff. The noise stopped. We exited the runway and went to a remote pad and shut down the engines and requested Maintenance assistance to inspect the aircraft. We got airstairs and were able to see that the strike was in the #1 engine. With major damage; the aircraft was deplaned and the passengers taken to the terminal via buses.


Synopsis: B737NG flight crew reported a rejected takeoff following a bird strike in the Number 1 engine. Maintenance found major damage to the engine.
Date: 202103
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: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While enroute (cruise); an aircraft (C182 tail dragger) suddenly passed over and overtook us in our Piper Warrior at a distance that was close enough to almost cover the wind screen.  The student and I were discussing where we would land in the case of an emergency at the time of the incident.  We had ADS-B In via ForeFlight and did not see any aircraft around (electronically) just prior to the incident. Weather conditions were clear and we were scanning outside for traffic (visually). Evasive action was not taken as the aircraft passed over us at a slight angle and was to our left side by the time we were able to react.  The aircraft then turned to the left (south).  We were monitoring 122.9 (ZZZ uses 122.8 which is what I should have been monitoring at that time).  My fault in the incident was that I should have been monitoring and announcing on 122.8 instead of 122.9.  I do not believe that the Cessna saw us or even realized that we were sharing the same real estate.  In the future; I will be more attentive to local frequencies and stay at a higher altitude in that area.




Synopsis: Flight Instructor flying Piper Warrior reported a NMAC in cruise.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, MN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification
Second reporter function: Local
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Ground Incursion Taxiway; Ground Incursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other On Landing
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On crosswind landing had right crosswind corrections in place. Plane started settling into flare. Gust came and pushed plane left across runway. Correction did not work. Added power to go around; plane started to climb; then fell and bounced. Would not climb. Pulled power; landed in grass. Taxi light damaged. No injuries to occupants.


Second narrative: I was working LC (Local Control); we were landing/departing Runways 28L and 28R. [Aircraft X] was inbound from the north; I instructed the pilot to enter a right downwind; and subsequently cleared him to land on Runway 28R. The aircraft appeared to be a bit wobbly over the runway in the attempt to land; but the pilot did manage to get the aircraft on the runway. About a second later; the aircraft left the hard surface off the left side of the runway at E Taxiway into the grass between the parallel runways; taking out a runway light at that intersection in the process. The aircraft continued through the grass on a diagonal path southwest-bound and ended up on the pavement of Runway 28L; an active runway that happened to have no traffic landing/departing at the time; 500 ft. south of Runway 28R. Still not under control; the aircraft again left the hard surface of Runway 28L; off the right side of the runway; northwest-bound; coming to a controlled stop on Taxiway F in between the parallel runways.As the phone calls and various notifications were being made after this incident; the flight school that owned the aircraft said they would not fly the aircraft for the remainder of the day until the aircraft could be looked at by a Mechanic the following morning to determine what; if any; damage the aircraft incurred. Curiously; the plane was back flying approx. 2 hours later; that same night.Better training for flight students on the field. The aircraft entering the grass was not that big of a deal; but the fact that he entered another active runway 500 feet away; still not under control; seems to indicate a real problem.


Synopsis: Tower Controller and GA pilot reported a loss of aircraft control  during crosswind landing resulting excursion from intended runway and incursion onto its parallel.
Date: 201910
Local time of day: 0601-1200
Location: LGA.Airport, NY
Flight conditions: IMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B N90
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Communication Breakdown
Second reporter function: Pilot Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: On ILS final to Runway 22 at LGA; we were given a 'Continue; clearance at the FAF.' Tower sent the aircraft ahead of us around due to traffic on the runway. We discussed that we might have to go-around on a missed approach as well. At 500ft I transmitted our call sign to get the attention of Tower. Tower ignored us. They were trying to tell an aircraft that had taken off to switch to the Departure frequency. We broke out at 400'; and I asked Tower if we were cleared to land. Tower responded with; 'Thanks for the interruption.' We finally got clearance to land inside of 200ft. After landing; Tower gave us a phone number to call. I called a company [representative] instead. He called the number and then called me back. He said it was worked out; but suggested I still do a Report. When we are getting that close to the runway we need to hear something so that we don't have to block a transmission trying to get clearance to land.


Second narrative: Once cleared for the approach; on final; and switched to Tower; we were told to 'continue.'  It was night and in IMC. Once we broke out at around 500'AGL; we had still not received clearance to land. The Pilot Monitoring keyed the MIC and said call sign only. At around 300'; the Pilot Monitoring asked for clearance to land. Tower stated: 'Aircraft X; you're cleared to land Runway 22. Thanks for the interruption. I've got a number for you to call on the ground.' We landed uneventfully and Tower passed a land line number which we passed to the Company. We just wanted to ensure we landed with clearance (we did). The Tower guy was actively working another aircraft who went missed approach and was very short with us in my opinion as we just wanted to make sure we had clearance or to go missed approach. The Tower could have offered a quick explanation when we were told to 'continue' to give us better situational awareness to expect a very late landing clearance.


Synopsis: Flight crew reported they had to prompt Tower for landing clearance very late due to frequency congestion at LGA.
Date: 201907
Local time of day: 1801-2400
Location: TIX.Airport, FL
Flight conditions: VMC
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Cruise
Airspace: Class C SFB
ATC / advisory: TRACON F11
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction; Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was enroute to MALET with my student to hold; we were climbing out of TIX. We were leveling out at 3;000 feet cleared direct to MALET and hold as published; EFC (Expect Further Clearance). Upon reaching 3;000 feet. ATC alerted us to an aircraft at our 6 O'clock position 1;000 feet above us northbound directly behind us on the V3 airway. At this point I began to focus on MALET and helping my student set up the hold in the G1000 and configure the airplane for the hold; this momentarily took my attention away from the traffic behind us and I felt it was safe because they were 1;000 feet above us so it shouldn't have been an issue. Also during this time after ATC had cleared us to MALET to hold they got extremely saturated and were very busy. I then noticed the aircraft behind us had dropped almost down to our altitude and show +100 feet above us on the MFD (Multifunctional Display) at this point I took control and began turning to right to north easterly heading.The moment I began banking to the right the Aircraft passed off our left wing within 200 feet of us and somewhere between 50 to 100 feet below us. This startled both the student and myself. I then alerted ATC to just how close we came to a mid-air collision. After that we returned to our assigned altitude and proceeded direct to MALET for the hold. I would suggest keeping a closer eye on traffic and trying to become more proactive monitoring traffic behind us. Also I think the high workload/task saturation was a contributing factor to this being that it was my first time holding at MALET and I was trying to make sure we got to where we needed to be and where ATC expected us.




Synopsis: Flight Instructor reported that due to busy workload and distraction evasive action was taken to avoid a mid air collision.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out we experienced a complete loss of green hydraulic fluid passing through FL180. We completed the ECAM for Green Hydraulic System low level and then referenced the QRH. We then reviewed the alternate gear ext procedure. We discussed the loss of nose wheel steering; reverser one and no green brakes. We contacted Dispatch and coordinated a divert. We then reviewed the landing distance procedure and decided it was safe to land. Although I was the pilot flying at the time of the hydraulic loss; the Captain decided that he should land the aircraft. I then became the pilot not flying and reviewed the Overweight Landing Checklist since we weighed about 149;000 LBS. After we declared an emergency with ATC; we were given vectors direct to the field. We ran all appropriated checklists and alt extended the gear about 7 miles out from the FAF. The Captain made a very smooth touchdown and decided to exit the runway via the high speed. We then stopped the aircraft on the high speed; set the brakes and ran the tow in checklist. We were then towed in.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: A320 flight crew experiences a Green Hydraulic System failure due to fluid loss climbing through FL180. Crew elects to divert to a suitable airport and lands normally after gravity extending the landing gear.
Date: 201305
Local time of day: 1201-1800
Location: VNY.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: HS 125 Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D VNY
ATC / advisory: Tower VNY
Second aircraft: Piper Single Turboprop Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew; Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: After arriving VNY via the LYNXX EIGHT STAR; we were vectored onto final for the visual Runway 16R. There was no vertical guidance on this approach at all. Traffic was called at 2 o'clock; same altitude just as we intercepted final; and now; because we had been held high; we had to rapidly descend for the runway. While we were very busy trying to configure the aircraft and get on profile; we noticed the other previously called traffic on our TCAS directly over us; 300 FT above. A few seconds later it appeared to our left and above; now turning inbound to Runway 16L. For a time we were parallel and then it moved ahead of us; it was a Piper Mirage or Malibu type. The Tower acted as though nothing had happened. I'm not certain he fully appreciated how very close we had come. Our passengers were very shaken by this; as they had seen the other plane up close and thought we were going to collide.




Synopsis: BAE125 Captain reports a NMAC during visual approach to Runway 16R at VNY. A turboprop on right base was maneuvering to land on Runway 16L and passed over the BAE125 alarming the reporter and his passengers. The Tower had no comment.
Date: 201810
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Due to a crew misconnect; I was reassigned to fly Aircraft X on [date] from ZZZ. I accepted release 2 of the flight plan for routing to arrive at destination with 1:16 REMF (Remaining Fuel). We blocked out 22 minutes late and proceeded towards runway XXR. On initial contact with ZZZ Ground Control; we were informed to contact Clearance Delivery for a reroute. The reroute [had to avoid a rocket launch that was occurring near our original route of flight]. I knew we didn't have the fuel for that reroute and told ATC we could not accept the new routing. Delivery took a few minutes to see if we could get something more acceptable and ultimately came back with the offered reroute as the only option we had. We had to back to the gate to get a little more than 10;000 pounds of fuel. The new route added 450 NM; 1 hour and 11 minutes additional flying time and 8;924 lbs more fuel burn. Result was that after refueling; we departed the gate 82 minutes late. [Load Planning] could not send us final weights due to [Operations] not closing out the seat map which turned out to be an IT issue further delaying us on the ground. The original seat map apparently could not be reinstated even though I told dispatch that we didn't lose any passengers during the refueling. The word I received from ZZZ Operations was that [Load Planning] refused to take any verbal updates that there was no change on the seat map. The normal seat map system was locked out after so many repeat attempts forcing them to manually input the information into [the program]. Problem with that is that not very many people know how to do that in [the program] today. Ultimately; it was a supervisor that manually updated [the program] that allowed us to finally get our final weights. The rocket launch went off on schedule as we saw it from about 160NM away. We arrived at destination 142 minutes late. The concern I have is the awareness of the planned rocket launch on the Dispatch side of the equation. I would think that this was not a surprise and that we did not fully plan for this event is troubling.




Synopsis: Air Carrier Captain reported that Dispatch failed to plan the flight around a scheduled rocket launch; necessitating a reroute.
Date: 201208
Local time of day: 1801-2400
Location: HPN.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D HPN
ATC / advisory: Tower HPN
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Observer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control; Person Other Person
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure; Airport
Primary problem: Ambiguous

Narrative: The single engine aircraft was approaching HPN from the north and was instructed to join a right downwind for Runway 34. That aircraft made a midfield right downwind call and Tower acknowledged the single's position in a traffic call to another aircraft. HPN Tower cleared the single to land and added 'keep it tight.' Tower clears an aircraft for takeoff on Runway 11 and calls his traffic as an aircraft east but doesn't mention the single that's now turning final. After crossing the threshold of Runway 34 and waiting for a radio transmission to end; I key the mike and say 'Tower is that guy rolling on 11.' At this point I'm not sure which aircraft will arrive at the intersection first and if the twin will be airborne or not. As I release the push to talk button I hear '… continue.' The single lands on [Runway] 34 about 400 FT before the runway intersection as the twin crosses it about 20 FT in the air. The single exits [Runway] 34 at Foxtrot. While listening to the Tower audio; I learned that HPN Tower had 'stepped on' the end of my transmission with a 'go-around; go-around' call. This was never heard in the single engine aircraft because the push-to-talk button was still depressed. I frankly think that the Tower had forgotten about the single. This may be evidenced by the absence of the single's position in the traffic report for the departing twin. Additionally; the single pilot was not told an aircraft would be departing Runway 11.




Synopsis: A pilot at HPN reported a Near Miss between a single engine aircraft landing Runway 34 and light twin taking off on Runway 11.