elihoole/asrs-aviation-reports huggingface dataset:
Date: 202111
Local time of day: 0601-1200
Location: HOU.Tower, TX
Flight conditions: VMC
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Flight phase: Cruise
Airspace: Class B HOU
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Other Person
When detected: Other post-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: I inadvertently flew in HOU airspace while transitioning frequencies with ATCs.

Callback: Reporter indicated after landing and returning to flight school they were made aware of the airspace incursion.



Synopsis: GA pilot reported they were in cruise flight and inadvertently flew into HOU controlled airspace without a clearance. Pilot learned of the error during post-flight.
Date: 201712
Local time of day: 0001-0600
Location: SBGR.Airport, FO
Flight conditions: IMC
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center SBBS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On climbout; passing through a layer of clouds; we took a direct [laser beam] hit to the cockpit. I caught a direct hit to my right eye for one second. [I experienced a] slight tingle to the right eye; but no vision loss or distortion. Prior to departure; we briefed a possible green laser event as a threat. ATC [was] advised at the time; of the event.




Synopsis: Air Carrier Captain reported a laser incident while climbing out of SBGR.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Brasilia EMB-120 All Series
Operator: Air Taxi
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff leg immediately after; Gear and Flap retraction we received the 'Flaps' aural warning. After 1;500 feet AGL we divided the duties with the First Officer (Pilot Flying) and talking to ATC and the Captain accomplishing the QRH procedure. The Flap Disagreement light was noted. The QRH procedure recommended we select the flaps back to the last position which was flaps 15 for takeoff. After selecting Flaps 15 and with the Engine Power reduced for descent for landing. Back in ZZZ; the aural warning stopped and Flap Disagreement light went out. QRH procedure was completed and recommended to land immediately. After landing; we left the flaps at 15 and taxied to parking. Logbook entry completed and Maintenance was unable to duplicate the problem. Aural Warning on Takeoff leg after Flaps were selected to Up. Malfunction of the Flap Control computer is a possible cause.




Synopsis: Captain reported a flaps aural warning after flap and gear retraction; causing an air turnback and precautionary landing.
Date: 201512
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While at 8000 feet turning base ATC asked if we had the runway in sight. Pilot Flying (PF) said yes; and I (Pilot Monitoring) reported Runway in sight. ATC cleared us for a visual approach. PF asked me to set 7000 feet I did and then I turned to my IPAD to check tower frequency; taxiway exit; etc. (we had had a Runway change from XYL to XYR); the PF turned off the FD and Auto throttle and descended fairly quickly and too early to 7000 feet. We were probably 10-12 miles from the Runway. ATC called to alert us to the low altitude and asked to climb to 7500 feet. PF did and we proceeded with the approach without further incident.


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


Synopsis: B757 flight crew on visual approach descended below glideslope. Approach Controller alerted the crew that they were too low.
Date: 201510
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Captain; Pilot Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We began the takeoff roll [and] after Captain called 'set takeoff thrust'; I made a small adjustment and called 'thrust set'. There was a sort of thud sound as I called '80 knots'. The Captain rejected the takeoff almost immediately after the callout; and the smell of something burning filled the aircraft. I told ATC that we were rejecting and we came to a stop on the runway. Querying the Tower; he said he saw no smoke. The engine indications were normal at idle. We pulled off and asked him to roll the trucks to see if we might have anything else that warranted immediate attention. Afterward we taxied to the gate and performed an inspection of the left engine. At least three blades of the fan were damaged. We contacted Maintenance and eventually swapped aircraft.


Second narrative: On takeoff; we ingested a large bird into the Number 1 engine at approximately 75 to 80 knots. Immediately heard a change in the sound of the engine and felt a vibration. Also; the cockpit and cabin were filled with the smell of the bird. I elected to reject the takeoff. We cleared the runway and asked the Tower to have emergency equipment verify that there was no smoke from the engine or tires. We checked brake cooling. No smoke reported so we taxied to the gate. The aircraft was removed from service by Company Maintenance.


Synopsis: B737 flight crew reported ingesting a large bird at 75 knots on the takeoff roll and rejecting. Upon examination by Maintenance; the left engine was found to have at least three damaged fan blades and the aircraft was taken out of service.
Date: 201709
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Procedure; Human Factors; Company Policy
Primary problem: Procedure

Narrative: Approach told aircraft to increase speed to 310 knots. The aircraft complied. About 10 minutes later the controller instructed the aircraft to slow to 210 knots and then cleared aircraft direct to ZZZZZ. The aircraft crew complied. Then the controller instructed the aircraft to turn to heading 180 degrees. The crew complied. Then the controller cleared the aircraft direct to the same fix. The crew requested direct to the next fix due to the intercept angle. The Controller approved the request. The Controller then switched the aircraft to the final controller. The crew requested at least a 10 mile final. The Controller then turned the aircraft to a base leg. The crew requested a lower altitude and a slower speed. The controller denied our request. Finally the controller gave the aircrew permission to slow and the crew was able to get aircraft stabilized prior to final approach.This is happening repeatedly in where the controllers are pushing aircraft and flight crews so the facility can maintain a high arrival rate despite the fact this compromises overall flight safety. The Airline; the Union and ATC know the problems but they fail to address it. I have repeatedly brought this to the attention of supervisory personnel and I continue to be told that there is not a problem. Safety is being compromised and there will be an accident unless this gets addressed.




Synopsis: A320 Captain reported a safety of flight issue due to excessive control instructions by the Final Approach Controller.
Date: 201908
Local time of day: 0001-0600
Location: STL.Airport, 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: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cruising at FL240 about 20-30 minutes from landing when my First Officer noticed smoke coming out of my upper vent next to my window rail; when I turned to look; the smoke got worse and within seconds the flight deck was filled with a grey/dark brown smoke and an electrical burn smell. We immediately put our oxygen masks on; [requested priority handling] with ATC; requested direct to the airport and lower altitude. I called my Flight Attendant and told her we had smoke in the flight deck; to get the cabin ready and that she had 10 minutes. My First Officer and I performed the cabin fire/smoke memory item; followed by the appropriate QRH procedure. At 10;000 ft. the smoke dissipated but the burn smell continued as well as a hazy type of smoke but visible in the flight deck. Upon landing the fire trucks were waiting by the runway and no more smoke in the cockpit; we also opened the windows and no fire indication we continued to taxi to the gate. The fire department inspected the aircraft and concluded there was no fire indication but a very strong electrical smell in the flight deck. We deplaned normally; grounded the aircraft and later on all three of us got checked out by medics at [Company] main office. We always had control of the situation without any undesired aircraft state; everything happened so fast; and we managed to land the aircraft safely with no injuries; but I do have to admit that the oxygen mask and smoke goggles is a very poor design; it took us a little work to get it right. I also noticed when on initial call to my Flight Attendant; I forgot to tell her we had [requested priority handling]; but told her the problem in the cockpit and the time she had to get the cabin ready for a normal landing.	I learned that all the emergency and CRM training pays out at the end.




Synopsis: EMB-145 Captain reported smoke and electrical fumes in the cockpit resulting in an expedited approach and landing at the destination airport.
Date: 201403
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Landing in daylight clear dry conditions; first flight in aircraft after annual completed; second landing after 10 minutes flight from repair shop; approach speed 85 KTS with full flaps. On touchdown as brakes were applied the main wheels locked up and left main wheel deflated causing aircraft to veer suddenly to the left. At first I thought the landing gear was folding up so I applied power to lift off to recheck gear down status. Aircraft continued to veer left and left runway so I powered down the engine and allowed aircraft to come to a stop in the grassy area adjacent to the runway. Damage occurred to the wings and landing gear; not sufficient to adversely affect flight characteristics of the aircraft. Two runway edge light stanchions were slightly damaged.




Synopsis: On the first flight after the annual inspection; a BE35 pilot experiences locked brakes at the first application and a tire failure. A runway excursion occurs dausing damage to the aircraft and airport property.
Date: 201209
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Taxi
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Human factors: Time Pressure; Other / Unknown; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: [I] accepted a scene flight request. Aircraft had not flown in two days and conditions were humid so I began cold-start procedure. Engine lit off quite suddenly with a detonation and T4 spiked instantly. I immediately brought fuel flow control lever back and T4 indicator dropped just as quickly. I did not bring Fuel Flow Control Lever (FFCL) all the way back to the stop - just enough to bring the temperature down and continue with the start-up. At flight position; I noticed the Vehicle and Engine Multifunction Display (VEMD) indicated 'Overlimit Detected'. I knew the spike had been less than one second; and temperature; Tq; NG; pressure; and NR all indicated optimal function. I informed the flight crew what had occurred and that in my estimation we were ok to proceed. They concurred. At hover I checked power and pressures/temperature; and all systems were as expected. We flew to the scene which was about 10 minutes away; landed and shut down. Patient was loaded onto the aircraft and I started up again. Start-up was normal; and patient was flown to [a hospital]. Lead Mechanic performed the prescribed Turbomeca check procedure and determined that no damage had occurred. Although I felt certain that no damage had occurred; and that the 'Overlimit Detected' indication was benign; I should have shut down the engine; aborted the mission; called the Mechanic immediately; and written the event up. As I look back; I realize what factors affected my decision to disregard this sensible course of action; and to proceed with the flight. I made the wrong call. I was eager to fly. I logged less then 3 hours the last month - weather; mechanical issues; staffing; and being at a generally 'slow' base got me chomping at the bit. Safety is the prime directive. My crews trust me to keep them safe and to make good decisions; and not to push capabilities or bend rules so that we can go flying. When I was an instructor I would tell my students 'It is only a mistake the second time you do it. The first time it's a learning experience.' The second time; well; I'm going to remind myself of that.




Synopsis: AS-350 pilot experienced a hot start; saw no adverse indications; and continued the flight. After landing; concluded that the flight should have been aborted.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Relief Pilot; First Officer
Human factors: Situational Awareness; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right engine failed and overheated during climbout approximately 2;000 FT. Declared [an] emergency. ATC told us there was no designated area to dump fuel. Entered holding at 4;000 FT. Dumped fuel for approximately 25 minutes until below landing weight. Returned to the departure airport.


Second narrative: Remained at 4;000 FT due to traffic; duty saturation.


Synopsis: A B777 right engine failed and overheated at 2;000 FT after takeoff so an emergency was declared; fuel dumped and the flight returned to the departure airport for an uneventful emergency landing.
Date: 201412
Local time of day: 0601-1200
Location: MDW.Airport, IL
Flight conditions: VMC
Weather elements / visibility: Icing
Light: Dawn
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Time Pressure
Second reporter function: First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Passenger
When detected: Taxi
Result: Flight Crew Returned To Gate
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Weather

Narrative: It was a cold 20 degree C early morning. Upon arrival at the aircraft; I took a quick glance at the aircraft surfaces and didn't notice any frost. After my First Officer completed his walk around; I asked if he saw any frost and he said 'No'. During cockpit preparations we were distracted by items like the Flight Attendants requesting more ice; then later they asked for a new credit card battery replacement; then the ground power failed; and finally we noticed the Mode Control Panel (MCP) had no power. Maintenance took about 30 minutes; delaying the flight past scheduled departure. We taxied out and after notifying the flight attendants that we were ready for takeoff; the flight attendants informed us a company commuting Pilot told them there was frost on the wings. We returned to the ramp for deice. I believe the one hour time that elapsed from the preflight walk around to the takeoff; frost must have formed; and my First Officer and I failed to double-check before takeoff. We almost performed a takeoff with frost on the wings; but with help from our commuting Pilot; we averted the dangerous event.


Second narrative: I suppose there was enough time for some frost to form. The conditions were conducive to frost as well; i.e. calm winds. When the report was made to us that frost was on the wings; we again looked at the representative surfaces and could not see frost. But; obviously the Pilot wouldn't have gone through the trouble to report it to us if he didn't see frost.


Synopsis: Although their B737 was free of contamination during preflight by the time the flight crew taxied out; following servicing and maintenance delays; they were advised by a deadheading pilot via a Flight Attendant that there was frost on the wings. They returned for de-icing.
Date: 201502
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: B767-300 and 300 ER
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: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff we climbed to FL320 and [a little later] the Captain informed me we had a fuel config light and he was going to balance the fuel. When I looked at the EICAS display I noticed left engine messages associated with an engine failure and engine NI; N2; EPR winding down. I advised the Captain (CA) of engine status. I also noticed the auto throttles retarding towards idle and informed the CA I was turning the autothrottle arm switch off and he advanced operating engine back towards MCT (max cruise thrust). The CA called for the engine failure checklist and after talking to ATC and [advising of our situation] and requesting vectors to a nearby airport it was performed and completed. We attempted an inflight restart with no success. During descent checked fuel balance per the non-normal checklist. Got vectors for an ILS; completed deferred items on the checklist and landed normally.




Synopsis: The flight crew of a B767-300 suffered a left engine flame-out in cruise flight at FL320; performed an inflight shut down and an unsuccessful relight procedure; declared an emergency and diverted to a safe landing.