elihoole/asrs-aviation-reports huggingface dataset:
Date: 201601
Local time of day: 1801-2400
Location: MRY.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C MRY
ATC / advisory: Tower MRY
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: I was approaching my first visit to MRY on an instrument flight plan at night. The METAR indicated VMC; however as most of the 2 hour flight was above an under cast; I had been focusing on the ILS 10 approach with circle to land based on winds. I spotted the beacon about 10 miles away at my 2 o'clock and was cleared for the visual.When I switched to Tower they offered Runway 10 with calm winds; but as I had the circle to land in my head and had the airport in sight I said I would stick with 28 and turned on a 45 for the downwind. I was so focused on the possible instrument approaches I would shoot upon arrival that I did not study well enough the visual approach issues such as the high terrain to the west and the 1;000 feet AGL pattern altitude. Tower called low altitude alert to me as I started seeing terrain indications on my iPad and I took immediate evasive maneuvers by adding throttle and stopping my descent. I was flying over a dark hill and did not have a visual reference as to my low altitude. As a new instrument pilot I need to be more aware of the obstacles around the airport even if they are not on an approach or missed approach segment.




Synopsis: The pilot of a single engine Beechcraft reported receiving a low altitude alert from ATC during a visual approach in MRY due to lack of familiarity with the area and distraction by the anticipated weather conditions.
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
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
Aircraft component: Autopilot
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Our departure was delayed due to maintenance checks of autopilot/autoland system. Maintenance advised us that system checked out okay after resetting the main aircraft buses and that previous failure was due to possible sticky relay(s). On approach at glideslope capture and triple channel isolation; the autopilot failed; autothrottle failed; auto brakes kicked off. Captain side displays stopped working; multiple messages on upper EICAS (these items eventually resolved when electrical system reverted to normal configuration). We discontinued the approach. Reset the flight directors. Status messages remaining after system was reset were: MAIN BAT CHRGR; EQPT SMOKE TEST; STBY INVERTER. We were vectored around for a second approach. This approach was hand flown using flight director with no issues.




Synopsis: B757 Captain reported an issue with the autopilot in a coupled approach. A missed approach was necessary followed by a hand flown successful approach and landing.
Date: 202105
Local time of day: 1201-1800
Location: MSP.Airport, MN
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MSP
ATC / advisory: Tower MSP
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On flight into MSP. I was PM (Pilot Monitoring) and at 1;200 feet AGL was told by ATC to look for a helicopter at 10:00 o'clock and 600 feet below.  I did not see traffic and responded with 'looking'.  The helicopter reported us in sight and they were told to pass behind the aircraft and he repeated that request.  Shortly after; we got a TA and traffic was 200 feet below and close by at 11:00 o'clock.  Captain deviated slightly from glide path and localizer but not to full scale deflection.  At this time we looked to the left and the helicopter was only 200 feet away and banking hard to the right.  It seemed as if he only just saw us.  We continued and landed with no further incident.  There's not much we could have done different; I believe the helicopter saw different traffic as he should have never been that close to us. Helicopter reporting us in sight and not providing adequate separation.




Synopsis: Air carrier flight crew reported TCAS Alert on approach to MSP airport.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Pilot was distracted by bird strike on downwind. Did not put [gear] handle down. Landed gear-up on Runway XX at ZZZ on center-line. Jacked airplane and put gear down electrically. Towed airplane to hangar.




Synopsis: BE33 pilot reported being distracted by a bird strike resulted in a gear up landing.
Date: 201807
Local time of day: 1201-1800
Location: CXP.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Other Unknown
Operating under: Other Unknown
Airspace: Class G CXP
ATC / advisory: CTAF CXP
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter function: Airport Personnel
Anomaly: Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Maintenance Action; General Police / Security Involved
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X; (AS350) Eurocopter experienced a drone strike approximately 1 nm south of CXP. Altitude unknown. Pilot in command (PIC) reported thought it was a bird strike; but did not find evidence of bird. Reported sound of an object striking the aircraft and subsequent vibration in tail section. PIC made an immediate landing on the CXP south ramp. Follow-up inspection by company mechanic reported bent trim tab and located dings on fuselage where object struck the aircraft. Repair conducted over next two days. Aircraft departed CXP after two days. FAA FSDO (RNO) notified on morning after two days. I was instructed to contact Carson City Sheriff's Office and request deputy to take a police report.

Callback: Reporter reiterated details contained in original report and stated that the helicopter landed on the east circular landing zone on the south ramp at Carson City Airport (CXP).



Synopsis: An airport worker at CXP reported a midair collision between a helicopter and a drone.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During the preflight logbook inspection it was discovered there had been a gear problem; the aircraft was ferried; fixed; and not test flown. Our briefing included to be aware that the gear might still have a problem. We took off and the nose gear failed to retract. We called ATC and got vectors to run the checklist. At the completion of the checklist; I declared an emergency; did a low pass on the runway; and then landed. During the takeoff; Tower advised that our nose gear appeared half retracted. During the low pass; Tower and an airline crew said our gear appeared to be down; so we stayed in the pattern and landed visually. ALWAYS test fly an aircraft after a landing gear incident/fix before operating a revenue flight.




Synopsis: DHC8 Captain reports accepting an aircraft that had been ferried for maintenance after a gear malfunction. The nose gear does not retract after takeoff and the flight returns to the departure airport.
Date: 201505
Local time of day: 1201-1800
Location: LGB.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D LGB
ATC / advisory: Tower LGB
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict NMAC; 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 Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working Local Control with an assist. I cleared Aircraft X for take-off Runway 30. After about 2 minutes; I cleared Helicopter Y for take-off one of the helipads; whose upwind intersects RWY 30. When I realized what I did; I told the helicopter to cross RWY 30 without delay. Aircraft X turned to the right to avert Helicopter Y; but Helicopter Y was already across at that point. I was in direct control of both aircraft. The incident happened because I was lackadaisical in my scan. Volume and complexity were low so I felt I had it. I normally scan Runway 30 prior to clearing a helicopter from the pads; something I didn't do in this situation.  I need to be more consistent with my scan. I need to maintain a heightened awareness when complexity and volume is low so that incidents such as these don't happen.


Second narrative: We were holding short of Runway 30 for our Estimated Departure Clearance Time (EDCT) time of XA00Z.  As the EDCT time approached; we heard a Cessna receive a takeoff clearance from 25L from intersection D.  I looked at the airport diagram and saw that was south of our runway.  Shortly thereafter; we were cleared for takeoff on Runway 30.  Upon takeoff after I made the V1 call I saw Helicopter Y from our right climbing and flying to our left and over our departure runway. I immediately tried to ascertain the best course of action.  After rotation; we made an immediate right turn to avoid Helicopter Y; then returned back on course.Maintaining constant scan and vigilance of the airport traffic/environment and surroundings.


Synopsis: An LGB Controller reports of an airborne conflict caused by his lackadaisical scan. He departed a jet off of runway 30 then departed a helicopter moments later. The helicopter's path crossed the departing jet's causing the conflict. The jet had to maneuver away from the helicopter. The pilots' report of the same scenario.
Date: 201907
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Wet dog/dirty sock very faint odor during cruise flight. Turned off both recirculating fans. Immediately got 2 EICAS messages said smoke detected in both pilot and flight attendants crew rest areas. Restored recirculated fan operation and EICAS messages went away. Purser called about the warning on her panel. Inspected crew rest areas; no smoke or odor found. After block in at ZZZ with engines shut down; strong wet dog/dirty sock odor came back. During deplaning; Purser and other flight attendants said aft cabin area smelled like jet fuel. This seemed to be a separate issue; but sent this additional ACARS write up in after block in and verbally notified on radio. Phone call to [Maintenance Control] was made later to add details verbally.




Synopsis: B777 Captain reported 'dirty socks' odor in passenger cabin which dissipated.
Date: 202107
Local time of day: 0601-1200
Location: HECC.ARTCC, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center HECC
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Situational Awareness; Troubleshooting
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We received GPS jamming at FL370 around LAKTO.




Synopsis: Air Carrier First Officer reported GPS jamming.
Date: 201603
Local time of day: 0601-1200
Location: SAEZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi; Landing
ATC / advisory: Tower SAEZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Airport
Primary problem: Procedure

Narrative: On landing rollout EZE tower gave the instruction 'hold position' as aircraft approached Rwy 17/35; which is the routine exit from Rwy 11. Aircraft speed was 10-15 knots. I asked the FO to ask Tower to repeat and confirm as it was an unusual clearance; somewhat garbled due to accent and not accompanied by any other information. The instruction was repeated; but within a few seconds changed to exit via Rwy 17/35 then Taxi via H/D to the gate. At no time prior to the final instruction did we taxi onto Rwy 17 and no further mention was made. Another aircraft was on final for Rwy 11 and an airliner was apparently in position and hold on Rwy 17W with lights on. There was no further radio discussion.This incident is troubling as seems to violate several SOPs; specifically that Rwy 11 belonged to our aircraft and we had not been given any information about another aircraft on Rwy 17. We should not be told to stop on our landing runway absent an emergency. Instructions should only be to exit at Rwy 17/35 (normal procedure) or to continue to the end. The controller appeared to give this inappropriate clearance to hold position as an expedient; to wit; there are no land/hold short provisions for EZE nor any turnoffs prior to Rwy 17/35. Also; requiring an aircraft to stop on a runway with another aircraft on final is a potentially dangerous situation as well.




Synopsis: Air carrier Captain reported receiving an ambiguous clearance from Tower during the landing rollout at SAEZ.
Date: 201203
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Weather elements / visibility: Thunderstorm
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Reporter organization: Air Carrier
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Weather
Primary problem: Ambiguous

Narrative: On departure at 16;000 FT on a heading of 240 we were handed of to JAX Center. We were unable to contact JAX Center due to frequency congestion. After trying several times to contact JAX Center we were forced to deviate from our assigned heading of 240 to a heading of 180 due to a level 5 thunderstorm off the nose. We had attempted to declare an emergency but were unsure that the controller ever heard it. After some time the controller handed us off and we turned back on course.




Synopsis: Air Carrier pilot was unable to contact Center during climb out to deviate for weather due to frequency congestion. A deviation was initiated before communication is established.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After receiving a briefing from DUATS; planning the flight; performing a preflight inspection; fueling the airplane; and waiting 10 minutes before sampling the fuel from the 3 sumps; I departed to the east then I turned to a magnetic heading of 180 degrees and nosed down to begin an enroute descent. I leveled off at 2;000 FT. At this point in the flight; no problems had been detected. Shortly after leveling off; the RPM very suddenly began alternating between the cruise setting I had set and an idle throttle setting. I immediately turned towards ZZZ and used the surges of power to climb as much as possible. I attempted to troubleshoot the problem by activating carb heat (and leaving it applied full for the duration of the flight); applying full throttle; selecting left and right mags and enriching the mixture. None of these resulted in a significant improvement. At this time I advised Approach of this emergency. The maximum altitude was 2;900 FT. Approach requested I squawk a discrete code (in the 7700 range). I complied but I was too low for radar contact. I was instructed to switch frequencies and speak to Center. I advised Approach that I was unable to comply; since by this time I was using my free hand to pump the primer to maintain altitude. I asked Approach to call ahead to ZZZ since I was unable to change the frequency to advise traffic of my approach. I was advised that they would do this and that the ground crew would be standing by. Maintaining altitude became impossible. However; sufficient altitude remained such that landing at ZZZ was successful. The cause of the mechanical problem has yet to be determined. While carb icing may be a possibility; no decrease in performance during cruise was evident prior to the very significant RPM fluctuations. Also applying carb hear did not cause any noticeable change; such as rough running or backfire.




Synopsis: C150 pilot experiences surging engine at 2;000 FT and is able to divert to a nearby airport before the engine quits completely.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: A310
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization Outflow Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Time Pressure
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 Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout passing approximately 11;000 FT received ECAM advisory for EXCESSIVE CABIN VERTICAL SPEED and ECAM warning for EXCESSIVE CABIN ALTITUDE. [We] leveled off at 13;000 FT while donning oxygen masks. Number two cabin pressure regulator was deferred. [I] could not control cabin altitude with Manual Pressurization Control. Received vectors from Departure Control to allow a descent to 10;000 FT. Asked for and received vectors for a return to the departure airport. Believe cabin outflow valve was stuck full open leaving no way to control cabin pressure. Doubt could have been prevented.




Synopsis: An A310 ECAM alerted EXCESSIVE CABIN VERTICAL SPEED and EXCESSIVE CABIN ALTITUDE as the aicraft climbed through 11;000 FT.The QRH was complied with and the flight returned to the departure airport.