elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
Aircraft component: Propeller
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approached ZZZ Runway XX for landing at approximately XA:50 from the south. After monitoring radio communications and no one in the pattern I made the decision to approach for landing straight in. I made a radio call stating my intentions and reporting 3 mile final for runway XX. I reduced throttle and speed to within flap range. I input flaps adjusted trim and further reduced speed. I turned on the runway lighting and adjusted course to the left then made a radio call for a mile final approach to runway XX. I verified my indicated airspeed was 62kts as I approached the runway; aimed for the numbers; and reminded myself the runway is closer than it appears in the dark. I then touched down hard on the runway and the nose of the aircraft bounced high sounding the stall warning. When the nose gear came back down in contact with the runway again it did not support the aircraft and the propeller came in contact with the runway stopping the aircraft on runway XX. My first concern was that I was obstructing the runway and tried to make a radio call. However; the radio was not working; at which point I powered down the aircraft and was attempting to open the canopy when I was approached by bystanders at the airport. They asked if I was okay and moved the aircraft off the runway via [Taxiway] 1A; by holding on to and lowering the tail pulling the aircraft on its main landing gear.




Synopsis: GA pilot reported experiencing a bounced landing; followed by a hard landing which damaged the propeller and caused the aircraft to be stopped on the runway.
Date: 201811
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at FL350 the number 2 engine experienced sudden and severe surges. We the flight crew per procedures and checklist secured the right engine. We did an exit from the NAT tracts per [Company] procedures. After 15 mile offset we paralleled course and continued descent to FL215. We then turned back to ZZZZ via [coordinates] and ZZZZZ direct outer marker Runway XX at ZZZZ. As we started our descent the number 2 engine overheated and was shut down. We proceeded to the outer marker and flew a single engine approach to ILS Runway XX. Landing was uneventful and we had ARF (Airport Rescue and Firefighting) examine aircraft and engines. With their concurrence we proceeded to gate where we deplaned all passengers. All appropriate checklist were followed and the flight attendants were advised of duties and expected outcome. The passengers were also kept updated by the flight crew. Right engine; number 2. Had a sudden and severe engine surge/stall that required engine shut down in-flight.


Second narrative: At FL350 on NAT Track in Oceanic Airspace; the right engine experienced a compressor stall with associated engine indications. The engine was reduced to idle where it remained within limits. Per standard procedure; we [notified ATC]; diverted off track; initiated a descent; and diverted to ZZZZ. We were about 600 NM from ZZZZ and monitored our situation during the ensuing 2 hour transit. Descending through FL140; the right engine EGT approached the maximum limits; so we shut it down. We executed all appropriate emergency procedures and landed without further incident.


Synopsis: B777-200 flight crew reported right engine failure; compressor stall; requiring shut down and divert.
Date: 201508
Location: BFI.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D BFI
ATC / advisory: Tower BFI
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Departing VFR south on RWY 13 Right Blake Island departure. After take-off; right turn to crosswind; I continued at 800 ft. flying to the shoreline towards the Fauntleroy ferry dock. Landing traffic for SeaTac was overhead and I maintain focus of keeping altitude at 800 ft. and visual separation from traffic. I failed to turn downwind as per VFR departure procedure before direct to ferry dock.




Synopsis: Columbia 400 pilot reported deviating from published procedure on departure from BFI.
Date: 201211
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: BAe 125 Series 800
Operating under: Part 91
Flight phase: Parked
Aircraft component: APU
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the preflight; we started the APU and did our preflight checks. After the 2 minute limitation; we turned on the bleed air on the APU. Thirty seconds later; the cabin and cockpit filled with smoke. We promptly shutdown the APU; powered down all aircraft systems; turned off the aircraft battery; and evacuated the aircraft. There were no fire indications. We then ran into the FBO to have them call the fire department. The fire department showed up and found no smoke or fire indications. They did not require any report or further information from us. We then called Company Flight Tracking and Maintenance to alert them as to what was going on. Secured aircraft and waited for Maintenance.


Second narrative: [Narrative 2 had no additional information]


Synopsis: BAE-125-850XP flight crew reported the aircraft filled with smoke when the APU bleed air was selected at the gate. APU was shut down and airport CFR summoned.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Helicopter
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I plugged in for a relief briefing. A helicopter was approximately 3 northwest climbing out of 2;500 FT when I first observed the RADAR display. A CRJ9 was departing Runway 2; northwest bound. I was not aware of what heading was assigned to either aircraft. During the relief briefing; Departure Control requested Tower stop the CRJ9 at 2;000 FT. Controller giving relief briefing may not have heard this request because another aircraft was calling at the same time. I heard the request and told Controller working Local Control to stop the CRJ9 at 2;000 FT. Instructions were relayed to pilot. No loss of separation occurred. Local Control did not coordinate with Departure to make sure they knew we had issued instructions to pilot of the CRJ9. Local Control could have maintained better awareness of current traffic while conducting relief briefing. Departure Control could have used phraseology 'break for control' to interrupt the 'RELIEF BRIEFING.'




Synopsis: Tower Controller described a potential conflict event when; during the relief briefing; the Controller being relieved failed to maintain awareness of current traffic.
Date: 201504
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Second aircraft: A321
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: DescriptionWhile on visual approach to 36L at CLT; just after glideslope intercept at CANUK (4000 feet) aircraft encountered wake turbulence from the preceding aircraft approximately 3-4 miles ahead of us.  ATC had just assigned a speed of 160KIAS and we were decelerating through 170KIAS.  Airspeed was 165-170KIAS during the event with flaps at 20 degrees.  The aircraft rapidly rolled to the left; right; left; right.  Or; it may have been right; left; right; left.  The autopilot kicked off and the stall warbler briefly sounded.  As quickly as it started; it ended; and the aircraft automatically returned to stable flight.  The entire event may have lasted 2-4 seconds.  Airspeed remained 165-170KIAS.  IdentificationThe rolling.The autopilot disconnecting.The stall warbler sounding.CauseWake turbulence encounter from preceding aircraft.  My guess is that buffeting; swirling winds from the wake vortices briefly buffeted the aircraft and the AOA sensors just enough to set off the stall warning system.  ResponseThe aircraft quickly returned to stable flight.  The event ended so quickly that we were still on the glideslope with no perceived loss of altitude or heading.  We resumed the approach and landing with no further incident.  Just to make sure though; the remainder of the approach was flown approximately 1 dot high and slightly upwind of the centerline.  We queried ATC (approach) on the type of preceding aircraft and were told that it was an Airbus 321.  SuggestionsBetter separation from A-321 aircraft.




Synopsis: CRJ-200 Captain reported wake turbulence in trail of an A321 on a visual approach to CLT.
Date: 201701
Local time of day: 0601-1200
Location: DCA.Airport, DC
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DCA; Special Use P56
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Exited Penetrated Airspace
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Approaching DCA we were informed by ATC winds are 060 at 18 gusting 39. Shortly after while on the approach we experienced wind shear. I immediately executed a go-around and followed the wind shear escape guidance. As per SOP set max thrust; press TOGA button; disconnect auto throttle; disconnect autopilot; maintain wings level; and pitch to follow wind shear guidance. Return to desired flightpath. When the aircraft [has] escaped from wind shear; request a vertical and lateral mode to exit WSHR/ROLL mode. When the aircraft was in a safe flight attitude and wind shear was escaped I immediately executed a left turn to avoid the P56 prohibited area. ATC then issued heading directions and we followed. At this time we were made aware that we may have violated P56 and issued a phone number. When we got on the ground and were safely at the gate we contacted ATC and gave the air traffic controller the required information.At the time of the go around due to wind shear safety of flight was in jeopardy; if the proper wind shear procedures were not followed correctly. I believe I did everything in my power to keep the aircraft in a safe flight attitude while complying with the P56 restrictions. As soon as wind shear was escaped we complied with every other aspect of ATC directions.


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


Synopsis: ERJ-170 flight crew reported an incursion into P56 during a go-around after encountering wind shear on approach to DCA.
Date: 201712
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Taxi
Contributing factors: Procedure; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Flight dispatch called the load planner after the flight was released from the gate advising that the aircraft was over ramp weight. The final weight manifest did not indicate an overweight condition; Over ZFW (Zero Fuel Weight) and/or TOG. The load planner advised the dispatcher to review flight plan due to showing no weight manifest abnormalities.




Synopsis: Load Planner reported being notified by dispatcher that the aircraft was overweight.
Date: 201710
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Evacuated; General Flight Cancelled / Delayed; General Physical Injury / Incapacitation
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: I was walking down the first class aisle towards door 2L to do my walk around; when a flight attendant asked me to come back to aft cabin because she smelled smoke. I took a few steps to the aft and started to smell smoke; at the same time an agent ran down the jet bridge and yelled fire exit the aircraft. I ran further to the back and yelled loudly to the flight attendants in the aft to exit because of fire. We all ran out of the aircraft to the top of the jet bridge we could see smoke at the rear of the aircraft and fire trucks spraying water. I went down on the jet bridge stairs to assess the situation outside. I first saw charred clothing and electrical cords laying all over the ramp underneath the jet. I walked further aft and saw the trucks still spraying water on the smoldering pallet of cargo. There was also a ramper on the ground being treated by EMTs. I have video of the fire actually burning and several pictures of the cargo pallet and scattered debris. It appeared to me that the fire started on the pallet not the loader. I feel we dodged a bullet that the fire started on the ground and not after takeoff. We would have lost an airplane had it burned like in flight. Hopefully someone views the ramp/gate surveillance tapes and determines where the fire actually started from. I was very disappointed in the company and with the lack of communication with our crew on this event. It has been nearly 72 hours since this event occurred and I have yet to hear from anyone from the company. Really sad! The flight attendants were met by a flight service rep upon arrival back at ZZZ1.


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


Synopsis: Flight crew of a large turbojet aircraft reported a ramp fire occurred before departure on a cargo pallet before it was loaded into the cargo hold.
Date: 201603
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the takeoff roll; set takeoff thrust; called out '89 knots;' cross-referenced the engine gauges and noted number 2 Exhaust Gas Temperature (EGT) rapidly increasing thru 900. As the EGT reached 930 and continued to rise; I elected to reject the takeoff (approximately 119 knots); informed ATC and passengers. Cleared runway and referenced the QRH for Rejected Takeoff (RTO) procedures and any applicable engine checklist (none quite fit this scenario). Held out for brake cooling and returned to the gate. Prior to the RTO; we had returned to the gate for a hot start on the number 2 engine.While I feel confident that the RTO was the proper action; my reading of the situation may have [been] distorted by the numerous human factors that had bombarded me in the previous few legs. A hot start just before the RTO. The last leg of the evening before found me in the middle of a personal conflict between two employees that resulted in a Station Manager and Chief Pilot in the cockpit [and] on the phone with me during preflight duties; a frustrating event that both kept me up that night and distracted all day.


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


Synopsis: A B737 flight crew reported executing a high speed rejected takeoff when the number 2 Exhaust Gas Temperature rose above 900 degrees.
Date: 201211
Local time of day: 1201-1800
Location: OMN.Airport, FL
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class D OMN
ATC / advisory: Tower OMN
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion; Training / Qualification
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was entering the traffic pattern from the north of the airport and the Tower told me to go right downwind and I didn't understand and I went to the left downwind instead. I thought I was supposed to follow the aircraft in front of me; not seeing the other aircraft on left downwind which had to take evasive action. I understand now that I made a mistake and was confused about where I was supposed to go. I have requested extra training from my flight school so this won't happen again.




Synopsis: C172 pilot reports being cleared to enter right downwind; but was confused and followed traffic ahead into the left downwind. Another pilot also on the left downwind took evasive action to avoid the reporter.
Date: 201808
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: We were deviating left of course and given direct FQF when able. When we were about to go to FQF we saw another cell with another behind it but clear to the south so we were told right deviations no more than 10 degrees. So we took the current track and added 10 degrees giving us a heading of 066 deg. ATC said we were more than 10 degrees to the right and told us to hold back 5 degrees left. He told us that the 10 degrees right was from the track to OBH that we had never gotten. He told us that direct OBH currently was 056 degrees but he limited us to 061 deg.I feel like there was some confusion as to what the 10 degrees deviation was from and he wasn't being helpful or clear with his instructions.

Callback: Reporter stated that Controller's last instructions did not make sense; since at the time; the course to FQF was essentially the same as the course to OBH; and 10 degrees to the right of either would have produced the same track. Reporter further stated that the combination of the differing opinions as to where the aircraft was cleared after deviating; and having an ambiguous reference from which to base a 10 degree deviation to the right contributed to a communication problem between crew and Controller. Reporter also stated that the Controller was very busy during these transactions.



Synopsis: EMB-175 Captain reported confusion with ambiguous weather deviation vectors from ATC.