elihoole/asrs-aviation-reports huggingface dataset:
Date: 201405
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Inbound to LAX; we were set up for an approach to 24R off of the RIIVR 2 Arrival.  We were then told to descend via the RIIVR 2 and cleared the ILS 25L.  That was no problem since we had adequate time to reprogram the box and pull out the new approach plate.  While on final; we were given a speed change (don't remember the details) and were told we were cleared direct TAANK for the ILS 25R.  This put us in a jam since we were in a -300 and had to find the appropriate approach plate and reprogram the box.  By the time we got the box programmed; the course indicator didn't make sense to me since I now realize we were already past TAANK.  In the heat of the moment; I felt like I was flying blind and did not have good situational awareness.  At one point the Controller asked about our location and the Captain said something about just finishing the reprogramming and were correcting.  He also said the field was in sight and we were cleared visual approach 25R.  Since I lost situational awareness momentarily; I believe I may have drifted right slightly and gotten slightly low on the approach at or above altitudes. We eventually 'got back into the Green;' but it was very uncomfortable!  I believe we worked well as a crew and did our best to adjust to this last-minute change.  I don't understand why this happens so often.  Please relay to the controllers that these last-minute changes can really throw us into a fur ball.  It is not good business to switch us like that in such a busy environment.  It takes a while to recover and; in that time; bad things can happen with fast moving airplanes.




Synopsis: B737-300 Fist Officer reports a last minute change from runway 24R to 25L then to 25R at LAX which causes confusion and possible altitude and track deviations. The Captain reports the field in sight and is cleared for the visual.
Date: 201310
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After leaving the gate we received an IDG1 CAS message. After deferring item with Maintenance Control we continued using the APU generator for the duration of the flight. Approximately 40 miles east of [a nearby suitable airport] we received an APU OIL PRESS CAS msg. Following the QRH; since the APU was considered essential to flight we directed by the QRH to land at nearest suitable airport. We landed at [the nearby airport] without event. After several hours of positive feedback by maintenance we cancelled the flight and repo'd the A/C back to [maintenance base]. No fault was found with the APU and the IDG was found not serviceable.




Synopsis: CRJ-200 Captain reported he was dispatched with a generator out of service and subsequently noted an APU fault. Since the APU generator was required; they diverted to the nearest suitable airport in accordance with procedure.
Date: 202112
Local time of day: 0601-1200
Location: AVQ.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
ATC / advisory: CTAF AVQ
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Glider; Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument; Other Glider
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I entered left downwind to Runway 12 at AVQ for landing.  A Cessna was ahead of me on downwind for a touch and go; and I announced over CTAF that I was number 2 behind it.  To adjust for my greater airspeed than the aircraft I was following; I extended my downwind considerably; and turned base after the aircraft ahead was already on short final.  As I turned final; I realized that the distance to the aircraft ahead; which was nearing touchdown; was less than I had planned for.  I considered going around; but determined that the aircraft ahead would already be airborne when I touched down; and therefore continued.  As I descended through about 100 feet AGL I encountered wake turbulence from the aircraft ahead; which was noticeable in the otherwise calm air; but not difficult to control.  I touched down just prior to the aircraft ahead lifting off. In retrospect; I should have gone around early and avoided the situation; which would have been a real hazard had the aircraft ahead decided to stop on the runway.  AVQ is a *very* busy airport; with aircraft of widely varying performance.  On my approach this day; a Phenom departed; several light aircraft were in closed traffic doing touch and goes; a Cessna 421 was waiting to depart; and another aircraft was inbound on the RNAV 12 approach.  This airport needs a Tower!




Synopsis: Beechcraft 33 pilot reported encountering wake turbulence just before landing at AVQ.
Date: 201210
Local time of day: 1801-2400
Location: ZZZZ.Tower, FO
Weather elements / visibility: Rain
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Pitot/Static Ice System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Cleared for takeoff on [Runway] 16R. All checklist completed and aircraft handed over to First Officer. Max power set and scanning instruments when both L. and R. Pitot Heat Fail; L. and R. AOA Heat Fail; along with the Master Caution light. This occurred at 60 KTS. As Captain; I called for a 'reject' and took control of the  aircraft. Tower informed of reject. There was a little amount of confusion about the 'pitot failure.' I asked the Company Ramp Office to call the Tower personnel and make sure there was no misunderstanding. Returned to the gate where the maintenance write up was corrected by replacing the MSC Controller.  Second takeoff uneventful; continued to destination.




Synopsis: A MD11 Captain rejected the takeoff at 60 KTS when the Master Caution alerted Pitot and AOA heater failures.
Date: 201703
Local time of day: 0001-0600
Location: ZLA.ARTCC, CA
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: I worked Aircraft X and the aircraft was not loaded with new [OAPM (Optimization of Airspace and Procedures in the Metroplex)] procedures. [I recommend updating the] airplanes.




Synopsis: ZLA Center Controller reported working an aircraft that did not have new OAPM arrival procedures available on the aircraft.
Date: 201602
Local time of day: 1201-1800
Location: ROA.Airport, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ROA
ATC / advisory: Tower ROA
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Descending into ROA for a visual approach to Runway 34; the GPWS provided an aural warning of terrain. To accommodate ATC and terrain to the south of the airport we remained high initially; but began a descent once cleared for the visual approach. The use of electronic means of glideslope for the ILS to 34 were used to back up the visual approach. About 7 DME the GPWS advised the terrain and the flight crew adjusted its flight path.




Synopsis: Air carrier flight crew experienced a GPWS warning in visual conditions while executing a steep visual approach to the airport. Nearby high terrain was a factor.
Date: 201309
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Altitude Alert
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Cleared to FL310; as we approached FL310 it was obvious the aircraft was not going to level. While leveling we overshot the altitude by several hundred feet. I called Center and the Controller said to continue climb to FL330. When I looked at the altitude window it was set at 31;800. We were warned in the simulator that this system was hyper-sensitive. If you set it and brush your finger on the knob as you pull off it will change the altitude. On IOE it was again brought up and the company has put out two bulletins regarding the altitude select window. Yet it still got me. The First Officer I was flying with said he had seen this several times since he has been on the airplane. He demonstrated how you could push the knob in to 'recruise' the FMC and if you put the slightest side pressure on the knob it will change the selected altitude. I just finished 15 years flying the B777 and never once saw anything like this occur. I believe Boeing has a serious design fault with this system that needs to be addressed.




Synopsis: B787 Captain reported the altitude alert set knob is too sensitive and easy to mis-set.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Time Pressure; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the arrival flying downwind; the First Officer asked for flaps 5. When I moved the flap handle to the flaps 5 position; there was no flap movement displayed on the flap position indicator. Both indicators remained at zero. After determining there were no popped circuit breakers; we got out the QRH and ran the checklist for No Trailing Edge Flaps. The Standby Flap switch was armed and the Flap switch was moved and held in the down position. Still there was no flap movement shown by the indicators. We did however have leading edge flaps extended. I checked the circuit breakers again and found the 'TE Flap Drive AC' breaker had popped. After the cooling period; I reset the breaker; and once again tried the Alternate Flap switch. The breaker popped a second time. We continued the checklist and configured for a no flaps landing. After completing the checklist; I took the controls and asked the First Officer to review the QRH and make sure nothing had been skipped. I continued on the controls to the landing. We had been given the left runway for landing. We wanted the longer right runway; so at this point we declared an emergency; requested the longer runway and landed without incident.




Synopsis: A B737-300 Captain reported that when flaps 5 were selected no trailing edge flap movement occurred so an emergency was declared; the QRH completed and a landing with Leading Edge devices only completed.
Date: 201408
Local time of day: 0001-0600
Location: ZZZ, US
Flight conditions: IMC
Weather elements / visibility: Mist; 5
Light: Night
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Altitude Hold/Capture
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather; Aircraft
Primary problem: Ambiguous

Narrative: Captain was on an intercept heading to join the ILS XXR. We were assigned 2;400 feet to join the ILS XXR. I was making a First Officer instrument sub panel change and was head down and noticed the jet at 1;750 feet when it should have been 2;400. At the same Approach noticed it and repeated the assigned altitude. That was my first time in the right seat on the Citation V. Previous limited in training with the company was left seat only. It was also my first revenue flight with the company. I did fly both seats in the CE500 in the early 1980's. We landed without further incident but we did not have the terrain separation desired while at that altitude. There was no other traffic that time of night fortunately. Later that night when I flew 2 legs I did notice that that the autopilot would not always capture altitudes while descending with altitude select annunciated. Possible contributing factor was the short notice flight assignment on a late night mission.




Synopsis: A CE560 First Officer reported the aircraft did not capture 2;400 feet on approach and while he was heads down the Captain allowed a descent to 1;750 feet before both he and ATC alerted about the deviation.
Date: 201308
Local time of day: 1801-2400
Location: BUR.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Tower BUR
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: On takeoff from BUR Runway 15; we were put into position awaiting our flow time. I expected to wait the two minutes and saw an aircraft that appeared to be on final to Runway 8. Then; Tower advised us there were two helicopters where we saw that traffic and they would be passing southwest of the airport. We called them in sight and they also called us in sight. We were cleared for takeoff. We could just see the aircraft over the hangars west of Runway 15; but we knew we could keep them in sight during the takeoff roll. As we became airborne; it became obvious the track of the helicopters was closer that I had estimated before takeoff roll. I became very concerned that our SID heading to 210 degrees was going to put us in very close proximity to the helicopters with about a 90-degree intercept. I delayed the turn until about 1;000 FT AGL (1;800 MSL). I think the helicopters were about 1;200 FT AGL. I remained at V2 to V2 plus 20 until over 2000 MSL. We received a TCAS TA at some point as we climbed over the helicopters. As we got switched to Departure; I told BUR Tower I wasn't happy with the separation we had with the helicopters.After getting above 10;000 I called the Tower back and informed him I was filing a near mid-air collision report so he was aware and could mark the tapes. We were in a -700 with only 30 or so passengers so our climb was very good. Had we been full of passengers and/or in a -300; I feel there would have been a significant risk of a collision. While all aircraft had each other in sight; I don't know if the helicopters would have been able to avoid us had our climb been slower or had not delayed the turn to a 90-degree intercept and 200 knots of speed. BUR Tower was trying to help expedite us but; if we had waited less than a minute; the helicopters would have been well past our planned departure track. Had I been able to see the picture on a radar screen; I would not have accepted the takeoff clearance.




Synopsis: A B737-700 flight crew departing BUR was distressed when; after advising them of two helicopters in the general vicinity of their SID departure path and; after confirmation of visual contact by all flight crews involved; the Tower cleared them for takeoff.  The reporter elected to make an NMAC report due to their in-flight proximity to the helicopters.
Date: 201409
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter FOD
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During gear retraction we smelled a strong burning rubber smell and then heard one or two bangs.  I saw no abnormal engine indications and suspected that one of the tires had exploded in the wheel well.  We declared an emergency and began to burn down to a normal landing weight.  We did one tower fly by with no positive result.  Flight attendants did a planned evacuation brief as a precaution and passengers were told that the plan was to do a normal landing and egress via the aft airstairs.  A deadheading crewmember [from another airline] further back in the fuselage said he believed it was left tire damage and he was correct.  We did an uneventful unpressurized landing.  Landing by the copilot was flawless. Post flight inspection revealed loss of tread on a left tire; flap damage and evidence of tire debris ingestion on the left engine.


Second narrative: The Captain was concerned about taxiing or being towed due to possible explosive failure of the left tires. The Captain decided to use the aft cabin stairs to administratively remove the passengers; on the closed runway as the safest option. The passengers boarded the buses uneventfully and carefully.


Synopsis: MD-82 flight crew reports they were alerted to a tire failure on takeoff by several loud bangs and a burning rubber smell. They declared an emergency and returned to the departure airport.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal engine performance and indications on taxi for approximately 1 mile.  Normal engine performance and indications during engine run up.  Normal power settings and indications on takeoff roll.  Once airborne the landing gear was retracted.  Approximately 5 seconds after becoming airborne; experienced severe power degradation and aircraft was unable to climb.  Landed straight ahead on belly of aircraft and came to stop on center of runway approximately 200 ft. from departure end.  Turned off electrical master switch and key and exited the aircraft unharmed and waited for emergency vehicles.




Synopsis: C210 pilot reported a loss of engine power shortly after takeoff and landing on the takeoff runway with the gear up.