elihoole/asrs-aviation-reports huggingface dataset:
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On short final; approximately 1;500 feet AGL with gear down and Flaps 20; the Master Caution sounded and EICAS showed 'L HYD SYS PRESS' caution with associated failures.  I immediately checked the status page and it showed 0.06 for left system quantity.  With the aircraft configured for landing as such; and after adjusting our VREF for Flaps 20; I elected to continue with the landing and not complicate things with a go-around with left system failure (the system that powers gear; flaps/slats; etc. on 757s).  We continued with the visual approach to landing on Runway 36L (12;000 foot runway).  Normal landing and roll-out on the runway.  We exited the runway and stopped the aircraft on the taxiway. Advised Ground Control that we would have to remain where we were and be towed to the gate due to loss of nose wheel steering.  We also declared an emergency with Ground and asked for Airfield Rescue and Fire Fighters (ARFF).  We were inspected by both ARFF and an airfield assistance person.  Both reported that we had quite a bit of hydraulic fluid under the belly.  We were towed to the gate by one of our company's tugs with an ARFF escort.  No further problems.  I would like to offer special recognition to my First Officer who was flying the plane when the event occurred.  He continued flying the plane (I did not want to change aircraft control that late in the game) and did an excellent job concentrating on the task at hand despite numerous distractions from the aircraft warning system.  He not only made a beautiful landing; but continued to offer helpful suggestions; guidance; and assistance throughout the event.  Except for the PA after we stopped the aircraft; no one on the aircraft except the First Officer and I even knew there was a problem.




Synopsis: After the landing gear was extended and Flaps 20 set; a B757 EICAS alerted L HYD SYS PRESS and associated system failures were displayed so the crew continued the approach to a normal landing but requested ARFF assistance to the gate.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We had an engine fire indication on takeoff. We secured the engine and returned for landing. After clearing the runway CFR inspected the left engine; then we taxied into parking. A maintenance representative met the aircraft. The logbook write up indicated a left engine fire warning with a shutdown. The maintenance rep was debriefed that the engine was shut down and the fire indications went out when the fire switch was pulled. No fire bottles were discharged.




Synopsis: B767-300 Captain reported returning to departure airport after shutting down the left engine in response to a fire warning.
Date: 201507
Local time of day: 1201-1800
Location: IAH.Airport, TX
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 IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During descent into IAH on the DOOBI 2 RNAV arrival; a VFR aircraft flew across our flight path and triggered an ATC traffic alert and a TCAS RA.The VFR aircraft suddenly appeared on our Navigation display.  It was at our current altitude.  We got the ATC traffic alert along with a clearance to turn left immediately to heading 180. Seconds later we got the TCAS RA commanding 'DESCEND; DESCEND'.  We continued the turn while complying with the TCAS RA.  When the TCAS announced 'CLEAR OF CONFLICT'; we reestablished automation and then complied with a new ATC clearance to return to the arrival.  The remainder of the flight was uneventful.I spoke with a representative from Houston TRACON.  She told me that the traffic was being tracked after it departed Galveston; TX. The traffic's transponder was intermittent.  I can confirm that the TCAS TA target appeared suddenly on our displays; suggesting that it had just popped up.  She also said that TRACON was experiencing an increase in VFR traffic failing to use flight following because they don't want have to wait for a climb clearance. This is an issue for Houston TRACON to resolve.  ATC and our TCAS system worked as designed and were the reason we were kept safe.




Synopsis: An A321 Captain experiences a TCAS RA with VFR traffic at 8;000 feet during the DOOBI2 arrival to IAH. The intruder's transponder was intermittent; providing a late TCAS and ATC warning.
Date: 201502
Local time of day: 0001-0600
Location: ZJX.ARTCC, FL
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: We had moved to midnight configuration with all sectors combined at sector 76. I had been talking non-stop for about a half hour to forty-five minutes and things were finally slowing down a little; though not unusually busy for that time of night. Rides were light turbulence at most altitudes with a few reports of occasional moderate chop. I made a plan for spacing of three MCO arrivals that I had; and had plenty of time to make my plan work. Aircraft Y was number one in sequence and was assigned M80+ and transition to 310 kts; Aircraft X was assigned M82 (to run past the 3rd MCO arrival that was not a factor) and then was told to transition to 300 kts. Assigned speeds were working for all aircraft with a slight overtake with Aircraft X catching Aircraft Y and I issued crossing restrictions to all three aircraft. I was monitoring the speeds in the descent and noticed that Aircraft Y slowed by another 10 kts instead of increasing as I expected; and I asked 'Aircraft Y are you going to be able to maintain the assigned 310 kts?' to which they responded 'Negative; we're slowing to 270 kts'. There was now a significant overtake; so I told Aircraft Y to amend altitude and maintain FL270; and it was read back correctly. I then told Aircraft X to slow to 260 kts and turn 20 degrees left. Aircraft Y comes back and says they were already through FL270 when the clearance was issued and they were descending to FL260. It appeared as though separation was lost before the turn of Aircraft X took effect. I believe fatigue was a direct cause of this event; I was about one minute too late in turning Aircraft X to prevent a loss; and was about three minutes to late in ensuring that assigned speeds were indeed working. Another contributing factor however was that Aircraft Y did not comply with the speed that was assigned and did not inform me of that decision.




Synopsis: ZJX Controller describes a loss of separation between two aircraft. Controller attempts to use speed control; but first aircraft slows while second aircraft has its speed as instructed. Loss of separation occurs and Controller blames fatigue but doesn't expand on that.
Date: 201703
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Human factors: Situational Awareness; Time Pressure
Second reporter function: Ramp
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Other Towing Aircraft
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: Super Tug (ST) was assigned to move [an Aircraft X between gates]. We (Driver & Observer) went over to [the] Dockyard to do our User's Check and we were stationed waiting for the plane to arrive. We waited for the crew to download the cargo then I went upstairs to await driver's advice for the brakes to be released. Brake was released and I moved the jet-Bridge off the plane. We started the push- off clearance and arrived at [the next gate]. I got off the ST to do my Walk-a-round when the Driver frantically signaling that there's smoke on the front; right side of the ST. I stopped my walk-a-round immediately and went over to the area where smoke was coming from; when suddenly an 'explosion of fire' broke out from the Radiator through the cover. The Driver came over but I told him to call 'Fire Department' and Supervisor on the radio and tell them 'FIRE; Fire; ST'. I took the nearest Extinguisher Bottle and starting spraying where the fire and smoke was coming from. After a few sprays I opened the Radiator top cover and started spraying into where I could see where the most smoke was coming from. I sprayed for about 5-9 minutes. We stopped for a while thinking that it may have been extinguished; when suddenly another burst of flames came from the left bottom corner where the oil filter look-alike is located. In the meantime [another crew] went to get an extra Extinguisher Bottle from the Tractor and on Standby with it while the Driver was making all the necessary emergency calls. When fire exploded the second time I was more worried that it was still captured to the plane and certainly did not want to see the fire spread on to the Plane's Nose Gear as that would spell disaster for the plane.I kept up the spraying until the Fire was determined to be extinguished but still with visible smoke; then I moved quickly to the ST cabin and started the ST engine up; while [other crew members] were on standby with their Fire Extinguishers.After starting the ST; I waited awhile; to make sure it does not explode on me or anyone; then I 'uncaptured' the CRADLE from the Nose Gear and moved the ST away while [being] guided off [and other crew members] were still on standby with the Extinguishers.Finally when [the plane] was uncaptured; [I was] hurriedly guided off the 2021 while smoke was still pretty much on the heavier side. By this time all the help had arrived from the Safety Team. Finally ST was moved as far away as possible from [the plane] and smoke and fire was contained.


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


Synopsis: A Super-Tug crew reported that after positioning an aircraft the tug caught on fire.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: When testing crew oxygen and mask on preflight; the crew oxygen pressure gage dropped from 1;200 PSI to 700 PSI. When oxygen switch was released crew oxygen gage returned to 1;200 PSI. This was true for both the Captain's and First Officer's masks. I called Maintenance and was informed that this is a 'regular occurrence' when an airplane comes from the Maintenance Center hangar. The reason this for this is; while the aircraft is in the hangar; it is routine for the crew oxygen cylinder to be wired shut; and often it leaves the hangar still wired shut. The mechanics at the gate knew exactly what it was and confirmed this with the flight crew.I feel this was too casual an approach concerning a piece of equipment that would be critical during abnormal procedures. My suggestion is to ensure that no aircraft leaves any Maintenance hangar with its crew oxygen bottle wired closed.




Synopsis: When the B737-800 flight crew advised Maintenance the crew oxygen test was abnormal they were advised the aircraft had just come from service where the crew O2 bottle is frequently wired closed. They were further advised it was not uncommon for it not to be reopened following maintenance. The First Officer suggested such casual disregard of an important aircraft safety system's availability during an emergency was not appropriate.
Date: 201506
Local time of day: 1801-2400
Location: MLU.Airport, LA
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D MLU
ATC / advisory: Tower MLU
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on final approach to Runway 4 in Monroe; the left cockpit window was struck with a green laser light 4 times. The laser illumination was reported to Monroe Tower. Night vision was not affected; and landing was made without incident.




Synopsis: EMB-145 First Officer reported being targeted by a laser on approach to Runway 4 in MLU.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After practicing simulated engine out procedure to a field; student leveled off at 1300 FT MSL with satisfactory maneuver completion. I restored power to student and set carburetor heat back to off. Student smoothly advanced throttle to full power and initiated a climb at about 10 to 8 degrees nose up pitch. About 30 seconds into climb; the engine suddenly began a continuous vibration of moderate intensity. Aircraft controls were transferred to me the CFI and I began a slow circling climb to 1500 ft MSL at which point the climb arrested. The observed power output with throttle fully in was 1800-2000 rpm...not full power. I proceed to select NRST on GPS receiver and identified ZZZ as nearest field as I confirmed that we had partial engine power only. Maintained altitude. I navigated towards field while maintaining 1500 FT and about 70-80 KIAS. I began trouble shooting: mags check; fuel selector checks; throttle control check; fuel mixture check; and carburetor heat check. No remedy was made and so proceeded in direction to ZZZ which has 1800 FT runway with displaced threshold. I transmitted distress comms on the frequency commonly used by other aircraft in the practice area. With the airfield visually made and the visual approach set up; I set transponder and reported souls on board; fuel remaining. The pattern was visually clear and I made a short field landing with partial power on [the] runway. After landing and after landing checks completed I transmitted to alert airport. The FBO/Pilot shop personnel notified me that Tracon was on the phone. I coordinated with Tracon to report that we were safe; then I contacted the Flight School owner for further guidance. Aircraft was secured at the airport and my student and I [drove] home after debriefing the experience.




Synopsis: C172 Instructor Pilot reported landing at a nearby airport after experiencing engine power loss and vibration.
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Cargo Compartment Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action; General Release Refused / Aircraft Not Accepted; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just as I finished my outside preflight and was beginning my aft cabin preflight; The Captain came out of the cockpit and said we had an aft cargo fire indication. I went back and saw that the aft cargo door was closed. I came back up and told the captain it was closed. The Captain then pushed the flashing discharge light to fire the bottle in the compartment. The Captain called the fire department and maintenance; I went back and told the load crew on the other side of the aircraft and directed the Fire Department to the area of fire indication. They determined it to be a false sensor. The load crew unloaded the aircraft and re-loaded a different aircraft.Fire detector in lower aft compartment gave a false fire indication.




Synopsis: Wide body cargo aircraft First Officer reported receiving an aft cargo fire warning on the ramp before taxi that turned out to be a false warning.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: ATR 42
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Fatigue; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Gate Agent / CSR; Person Ground Personnel
When detected: Pre-flight
Result: Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had completed the weight and balance data; and had handed the load manifest out of the door. I called for the before start checklist below the line. As we worked through the checklist items; we passed through the Cabin secure items and doors; and unfortunately I did not adequately think about the checklist items as we discussed them. I gave the signal to release the prop brake to the ground crew; who replied that the engine was clear. I then released the prop brake; and gave the signal to remove the chocks. The ground crew removed the chocks; and I then asked for clearance to start engine 1. The ground crew gave me the clear to start signal; and I started engine 1. I then moved into the after start flow; and glanced up to see the ground crew giving the shutdown signal for engine 1. I glanced up at the overhead panel and noticed that the passenger door was still open. I immediately shut down engine 1 and called the Flight Attendant; who said that she was just finishing up the cabin. She closed the door; and I then re-cleared the engine with the ground crew and started engine 1 again. The rest of the flight progressed normally.This was the result of inattention and complacency on my part. Though I had called for the checklist items; I was not adequately paying attention to the responses I was giving; instead falling back on rote replies to the checklist challenge items and not giving each item the required attention. I deeply regret the error and will endeavor to pay closer attention to what each checklist item says.




Synopsis: ATR 42 Captain reported that time pressure resulted in an engine start with the cabin door open; in violation of SOP.