elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Weather elements / visibility: WX N/A; 12
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Challenger 300
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was cleared to taxi from via Taxiway A to Runway XXR in my [Homebuilt Experimental] tailwheel aircraft. A Challenger 300 had been cleared from the West Ramp to hold at Taxiway A1; while waiting to cross XXR to get to XXL for departure. Just as I was taxiing directly behind [the Challenger 300]; Ground cleared him to cross XXR.  [The Challenger 300] applied immediate power to taxi. I was directly behind him; I tried to accelerate but was unable to get past his jet blast before we were blown in a violent 330 - 360 degree right ground loop. My aircraft suffered damage to the left wing tip; both wheel fairings; and the left gear fairing. There was no prop strike and no contact with any flight controls. Neither I nor my passenger was injured.  The cause of the problem was the Ground Controller not noting my position directly behind [the Challenger 300] when he cleared him to cross; I also believe [the Challenger 300] used excess power to begin his taxi roll.




Synopsis: Pilot of an amateur-built experimental aircraft taxiing behind a Challenger 300; experienced a ground loop due to jet blast when the jet powered up to resume taxi. Experimental aircraft suffered limited damage to wing tip and wheel fairings.
Date: 201501
Local time of day: 1801-2400
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Gulfstream IV / G350 / G450
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Reporter organization: Fractional
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: The First Officer and I completed all the departure requirements for this flight (aircraft preflight; briefings...). We both looked at and discussed the actual SID given for our departure. I reviewed the SID a few times before takeoff myself. The final altitude on the SID is 13000 with a restriction to cross a particular fix at 5000. We missed the crossing restriction. ATC queried the restriction and immediately gave us a climb to 13000 ft. There is another SID for this Runway that I have done many times over the years with the same altitude restriction of 5000 ft. which has advisory notes to get your attention on this 5000 ft. crossing restriction. The SID given to us is a brand new SID; basically the same as the other common SID used but missing those what I consider very important NOTES of the crossing restriction. Had the notes been on this particular SID WE may have been alerted more obviously to this crossing restriction but due to our; I know my fatigued state of mind and lack of focus; we didn't notice. FATIGUE; we are both east coasters suddenly on the west coast and switched to a very late night departure next day with six and half hour standby before departure.Having those Restriction notes on this NEW SID like they do on the other similar SID would help in alleviating this kind of scenario as well as not switching east to west day to night abruptly. Proper rest time for adapting different time zones and suddenly switching days and nights.




Synopsis: The flight crew of a G-IV failed to note the initial level off at 5;000 feet on their assigned SID from SJC. Fatigue was cited as a contributing factor.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Honeywell TFE-731-5R-1H shuddered and quit running. We secured the engine; ran the appropriate Emergency checklists; and landed uneventfully.




Synopsis: An HS-125-800 engine shuddered and shutdown while at cruise altitude FL330. Then emergency checklists were completed and the flight landed a short time later.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At the gate; door open fumes report. The crew boarded flight; the two aft flight attendants said the aft galley had a smell/odor. The Captain went to the back to see what the smell was and didn't smell anything. He asked me to go back and see if I could detect any odors; and I did not. We called for a cleaning crew to spray deodorizer in the lav. We agreed to board and continue as we had two other MX issues going on. About 35 min after boarding the aft flight attendants complained of headaches; and soon after the lead reported a headache and lightheaded symptoms. The Captain made the decision to deplane the aircraft and started the fumes checklist. Also; we were in contact with the [Duty Officer] and Flight Attendant Supervisor. The three flight attendants were taken off the aircraft and waited on the jet bridge for EMTs. They had their o2 levels checked and were normal. They declined the ambulance ride to the ER; but elected to go to the hospital for testing. The Captain and I finished paperwork with MX personal and a follow up call with the [Duty Officer] and Scheduling.




Synopsis: A319 First Officer reported flight attendants notified them of an odor in the passenger cabin resulting in health issues. Aircraft was referred to Maintenance.
Date: 201204
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Training / Qualification; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: First Officer was pilot flying; I was pilot not flying. On takeoff roll; a large Hawk type bird flew from left to right in front of aircraft. We were at 145 KIAS. I heard a thump on the right side of the aircraft. I called V-1; rotate at 152 KIAS. Rotation was at 157 KIAS. Once airborne; a loud buzzing noise was heard and substantial vibration on airframe. The First Officer stated that the aircraft felt sluggish. We climbed to FL055; notified Tower of possible air return. We proceeded to the NDB via RNAV and held until all issues were taken care of and checklists were accomplished. Emergency was declared. Visual approach with ILS backup was flown by First Officer to an uneventful landing with flaps 30 degrees and autobrakes 3. Landing weight was 167;000 LBS. Taxied in to gate followed by the fire crews in case of brake fire. Normal deplaning of aircraft occurred at gate; on inspection #2 engine had substantial fan blade damage and damage to cowling floor behind the fan.




Synopsis: A B737-800's right engine ingested a bird on takeoff which caused substantial fan blade and cowling floor damage so an emergency was declared and the flight returned to the airport. Recent farming activity near the airport attracted birds.
Date: 201809
Local time of day: 0001-0600
Location: ZTL.ARTCC, GA
Weather elements / visibility: Windshear
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center ZTL
Second aircraft: EMB ERJ 145 ER/LR
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Troubleshooting
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Human Factors; Procedure
Primary problem: Weather

Narrative: Aircraft X was inbound to SVH trying to beat the weather to the field requesting a visual approach. Aircraft X reported the field in sight and was issued a visual approach. Aircraft X then informed me that he was circling the field to land on RWY 28. I then issued a clearance to Aircraft Y to fly heading 090 vector to the other side of airport for visual to avoid weather and help with traffic flow.Aircraft X then gave a pilot report and I ask him if he wanted to cancel. Aircraft X at 018 MSL responded not yet. I then descended Aircraft Y to 036 MSL. Aircraft X then reported he had to go around due to wind shear. I then attempted to climb Aircraft Y to 070 to allow for the unexpected situation of Aircraft X. Aircraft X was headed towards heavy precipitation requested vectors. I assigned him a heading of 300 and a climb to 036. The turns were issued below the MIA [Minimum IFR Altitude]. I issued the turn due the unsafe situation caused by the proximity of the weather. [The] weather posed a greater danger to the aircraft than the terrain did to the jet aircraft that was climbing.Encourage aircraft that are inbound [to] airports with weather to consider alternate or take a delay.




Synopsis: Atlanta Center Controller reported an unsafe situation relating to traffic; weather; and Minimum IFR Altitude.
Date: 201206
Location: ZZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Relief Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I entered the cockpit after my rest break.  The Captain stepped back for a bathroom break.  The copilot was alert; however; he shut his eyes and then his head tilted down.  When the Captain returned after a few minutes; it was copilot's turn to take a rest break.  He took several minutes to arise.  I called his name; pushed on his shoulder; then pulled back his chair.  He arose and went back for his rest break seeming groggy.  Because he took longer than normal to arise; and would now be in the back; out of sight and alone for two hours on his break; we wanted to confirm that nothing medically wrong had occurred.  The Captain talked to Dispatch then Medlink; then solicited the help of a doctor in first class.  He was examined and passed all tests for alertness; understanding; reactions; blood pressure; etc.  This was done within about 15 minutes of the initial occurrence.  He occupied the jumpseat after his rest break and for the landing; only as a precaution.  For the duration of the flight he appeared normal in every way and performed pilot duties normally.


Second narrative: Just before leaving the cockpit for my previously-scheduled rest break; I dozed off unintentionally; and was apparently very difficult to awaken.  Once awake; I went to the forward galley and chatted with the Flight Attendant; asked for a snack if one was available; then went to the sleeper seat.  I ate my food at a leisurely pace; popped in some earplugs and turned out the lights to take some sleep.  Shortly thereafter I was awakened by the purser; who was in the company of a medical doctor.  The doctor had been asked by the Captain to perform an evaluation of my condition; and it appears from her report that I was just fine.  Which is exactly how I felt.  I returned to the cockpit later to take over the duties of relief pilot.


Synopsis: A B777 Relief Pilot reported that as she is about to relieve the flying First Officer; he nods off and was very difficult to awaken.  As a precaution the Captain had the First Officer examined by an on board physician and the relief pilot assume the First Officer's position.
Date: 201712
Location: ISP.Airport, NY
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ISP
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter FOD
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: I would consider this a hazard that needs to be addressed immediately. Pulling into the gate in ISP I noticed what appeared to be sand all over the Safety Zone which was also a bit snowy and icy. I went down to the ramp to verify what I did not want to believe but yes; somebody thinks it's Ok for engines to ingest sand in the Safety Zone area. I spoke to a Ramp Employee and he said the city is doing it and they cannot get them to stop. This will cause damage to our engines and is therefore a major hazard that needs to be addressed immediately.




Synopsis: Air carrier Captain reported the city is dumping sand in the gate Safety Zone area at ISP.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Ultralight
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Sport / Recreational
Second reporter function: Passenger
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Object; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at cruise engine dropped about 1;000 RPM then prop stopped. Selected field could not make turn into wind for landing so landed downwind and rolled through field and through an old barb wire fence. Some Fiberglass damage; left landing gear bent. Over 10 gallons in tanks; fuel in carb bowls; all controls working normally; engine would not turn over. No injuries.


Second narrative: While cruising at 1;800 FT on a heading of approximately 030 degrees the engine lost approximately 1;000 RPM and quit running and the propeller stopped turning a few seconds later for an unknown reason. A suitable field was selected by the pilot and an emergency approach and landing were performed. In the pilot's estimation and mine; it was determined that maneuvering to land upwind would not be possible and we therefore landed downwind. The winds at the time were generally north northwest at about 7 KTS. The landing was made on an approximate heading of 180 degrees. Because of the tailwind it was not possible to stop before the fence at the end of the field and a fence post and barbed wire were struck during the roll out. There were no injuries and property damage was estimated at less than a couple of hundred dollars. The aircraft sustained damage when the left main landing gear was bent backward and the fiberglass fuselage cracked upon impact with the fence. After the landing it was determined that there was still ample (3 hours) of fuel on board (there was no leakage or spillage) and the flight controls were working properly.


Synopsis: Thorp pilot experiences engine failure at 1;800 FT and is unable to turn into the wind to land in the selected field and lands downwind. Some damage is reported to the left gear and the fiberglass fuselage.
Date: 201505
Local time of day: 1201-1800
Location: D01.TRACON, CO
Flight conditions: Mixed
Weather elements / visibility: 8
Light: Dusk
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV; Class E ZDV
ATC / advisory: TRACON D10
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Workload; Confusion; Distraction; Communication Breakdown; Time Pressure; Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Airport; Weather; Procedure; Human Factors
Primary problem: Procedure

Narrative: Approaching DEN 150 NM out working around weather on the JAGGR 3 Arrival. Got vectors; then the WAHUU 2 Arrival; told to descend via ending at 9;000 feet; and then vectors. No altitude given and had to question altitude. Told 13;000 feet after going through it. Then told to hold 12;000 feet. Earlier using Runway 34/35 and now 16s and 17s. I was flying and complying with ATC speed and headings. First Officer (FO) tried to keep up with FMC changes. Getting closer given and given direct PIEKE and then direct PUFFR. Then given heading 120; intercept LOC 17R. All okay. Then given to slow to 210 direct HISSY and maintain 12;000 feet. HISSY is not in the FMC and this led to the distraction of telling and checking FOs entry of HISSY. Speedbrake was out to slow. Now 12;000 feet. Level and got airspeed low warning. Corrected immediately. Believe we crossed HISSY at 12;000 feet. Then; we completed stable ILS approach.




Synopsis: An air carrier crew was issued multiple arrival STARs and runway assignments during descent into DEN resulting in a very high work load and a momentary low speed alert with the speedbrake extended.
Date: 201908
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the Captain on [flight to] ZZZ. This aircraft had a requirement for Maintenance to confirm there was not a 'L/G System Disagree' caution message present; prior to each departure. Just before takeoff from [departure airport]; a BSCU System 2 Fault ECAM annunciated. We delayed take off to resolve this issue. First Officer was the Pilot Flying. On final approach to Runway XXC; Pilot Flying called for 'gear down'. I moved the landing gear handle to the down position…three red gear unlocked lights indicated on the forward panel...gear indicated UP on the wheels ECAM page with an Amber L/G CTL message. There were no other ECAM's or warnings. Cycled the gear handle up; then back down; same indications. All hydraulic systems indicated normal. [We advised ATC and that] we wanted to be vectored out to downwind again to work a 'landing gear issue'. Designated the First Officer as Pilot Flying and ATC communicator while I advised the flight attendants and passengers. Fuel on board was approximately 6;000 lbs at this point. I referenced the L/G Gear Not Down QRH. Completion of this checklist sent us to the L/G Gravity Extension QRH. At some point here; gave the flight attendants the briefing. Discussion with First Officer resulted in consulting [Maintenance Control] (through Dispatch) to see if there were any other options prior to manual gear extension. [Maintenance Control] did not have any other actions to recommendWe reviewed the Gravity Extension checklist which stated nose wheel steering would not be available on landing. ATC; ARFF; and the [Company] station were all advised of this.  Approximately 25 miles from the airfield; we were cleared for the visual approach to Runway XXR. The landing gear was manually extended per the QRH. Flap extension and remainder of the approach and landing were normal; with the exception of nose wheel steering. The aircraft was brought to a stop on the runway centerline...brakes set...APU started; and then engines shut down. ZZZ ARFF examined the aircraft and advised there were no obvious issues. We were eventually towed to the gate with an ARFF escort. Fuel on board at the gate was 3;500 lbs.




Synopsis: An Airbus 320 Captain reported a failure of the landing gear to extend normally which necessitated the use of the alternate manual system to extend the gear.