elihoole/asrs-aviation-reports huggingface dataset:
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: Other On Approach
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On the ILS for 28R in ZZZ; as we intercepted the localizer and were establishing on the glideslope soon after; we had FGC (Flight Guidance Computer) 1 FAIL; FGC 2 FAIL; Yaw Damp disconnect; Electric Trim Disconnect; Autopilot Disconnect; Auto Throttle Disconnect. All this while we were descending caused us to shoot below the glideslope and apparently trigger a ground proximity warning at Approach. We immediately corrected and climbed as ATC told us to; we were in VMC and had all terrain in sight. No GPWS (Ground Proximity Warning System) alerts occurred. We did not do much troubleshooting as we had the field in sight and were on approach; quick glance to see if the any circuit breakers were popped. Upon landing; we were told [Approach] wanted to have us call them; I did immediately after clearing customs and deplaning passengers. I told them we had equipment issues as we were intercepting; they took notes and I advised I'd file an [ASRS Report]. I also called both the Chief Pilot and Director of Safety to let them know what happened. Maintenance was informed of the write-up and MEL.We could have arrested the descent to make sure everything was ok; the momentary confusion of what exactly was happening probably caused us to dip too low. I'm not sure what else we could have done in the situation; we did not declare an emergency or get into detail with ATC of what was going on as we were on the approach and our attention was needed elsewhere. Maybe a quick declaration of the emergency would have helped?




Synopsis: G-IV Captain reported having multiple equipment issues on approach causing the aircraft to veer below the glideslope resulting in a terrain warning from ATC.
Date: 201904
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: Mixed
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter function: First Officer; Pilot Not 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 Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: In circumstances like this there is only so much that can be done; and I believe that we as a crew did the right thing in the interest of safety of the crew and passengers.




Synopsis: A319 First Officer reported odor in cockpit resulting in a diversion.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Parked
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight was from ZZZ to ZZZ2 with a stop to pick up a passenger at ZZZ1. ZZZ Approach provided flight following all the way to ZZZ1 as I was unfamiliar with the airport and had difficulty identifying it from the air. After overflying the field at 2;000 ft (Approach assigned flight following altitude) a frequency change to the CTAF was approved and made. I descended to pattern altitude and crossed midfield before entering downwind leg for runway XX. Crossing midfield; turning to downwind; base and final; position reports were made on the CTAF. No other aircraft operating at ZZZ1 were heard on frequency. Landing XX; proceeded to back taxi to the end of the runway. At the XY threshold; my passenger saw me and began approaching the aircraft. So as to not create an undue hazard to my passenger; I exited the runway onto the available taxiway and turned parallel to XY. At this point; my left wingtip was impinging on the runway.I continued to hear no other aircraft on frequency as I performed a safety briefing for my passenger and ensured he was ready to fly. Shortly thereafter; another aircraft landed on runway 19. This aircraft proceeded to back taxi on XY and then made contact on CTAF. The other aircraft pilot reported to have been making calls on CTAF and attempting to reach me prior to landing; but I did not hear him. The other aircraft pilot reported landing left of center due to the runway incursion. On resuming flight towards ZZZ2 another aerodrome on the same CTAF frequency performed a radio check with me and assured that they could receive me loud and clear.




Synopsis: Pilot reported that after exiting the runway their wing tip remained over the runway while another aircraft landed off centerline due to the runway incursion. Pilot reported not hearing any communication from the landing aircraft.
Date: 201705
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch; Climb; Initial Climb
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Government
Reporter function: Departure; Handoff / Assist
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Confusion; Training / Qualification; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: During estimated time as the Coordinator for Departure Control I was so busy on the land line with other sectors within the TRACON and other facilities dealing with the chaos that the Radar controller created that in my professional opinion all aircraft were safer on the ground. I held all departures for the fear of what could happen if they were to become airborne. I've been worried or greatly concerned about situations before but for the first time in my ATC career I was scared. I felt I couldn't help the situation because my Radar controller was unpredictable and is not capable of this level of traffic.Move said Radar employee to another facility with less complex traffic. This CPCIT (Certified Professional Controller in Training) is not fully certified and shouldn't be!




Synopsis: TRACON Coordinator reported unsafe operational conditions because the Departure Controller was doing an unsatisfactory job.
Date: 201511
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Night landing LAX 25L. Following heavy 767. Winds essentially calm. Cleared to land. A380 cleared for takeoff prior to our touchdown. Separation decreased due to 767 rollout and what seemed like a very slow takeoff roll on the 380. At approximately 150 ft we encountered wake turbulence. We agreed that we should go around. A normal go around was executed. ATC vectored us downwind for another approach. As soon as we were stabilized on the missed approach I made a passenger PA and we returned for an uneventful landing. The flight attendants reassured the passengers and reported no undue concern on their part. The FO was the pilot flying and showed good judgement in the initial decision to go around and in the execution of the missed approach.We were assigned 170 kts on final to the marker and flew it. The 767 spacing looked OK but an A380 was cleared for takeoff prior to our landing. The 380 was heavy and slow accelerating. At about 150 ft AGL with minimum spacing on the departing aircraft we encountered wake turbulence. The decision was made to go around.




Synopsis: A321 Captain reported executing a go-around after encountering wake turbulence at 150 ft AGL in trail of a B767 on approach to LAX.
Date: 201203
Local time of day: 1201-1800
Location: ZBW.ARTCC, NH
Aircraft: Citation II S2/Bravo (C550)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZBW
ATC / advisory: Center ZBW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was the RADAR Controller. I did a route read out on my scope of this flight; and his route looked good so I descended him to 170 per the SOP and handed him off to Sector 05. After the aircraft passed the VOR he turned right into ZNY airspace. I pointed him out to ZNY and talked to the Controller at Sector 05; he gave him the correct routing. Turns out the aircraft didn't have the PAR route and the route read out was incorrect. I think the route read out on the scope should accurately depict the route the aircraft actually has; and not the route that URET wants him to have.




Synopsis: ZBW Controller described an airspace incursion event when the route read out provided on the display did not match up with that provided by URET.
Date: 201301
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-5
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: I had a weather briefing and XM weather in the plane. The weather was clear at departure and arrival airports with scattered clouds in the New York City area. I believe the broken or scattered layer was said to be at 5;000 FT. Icing conditions existed from PIREPs as low as 7;000 FT and I think as low as 3;000 by AIRMET. Flying VFR with advisories from LOM to ZZZ direct and cleared into the New York Bravo at 5;500. I requested lower to maintain VFR and was cleared to 4;500. I saw more clouds ahead but they were scattered at roughly my altitude. N90 TRACON advised me of Airbus traffic coming down the Hudson at 4;000 and 11 o'clock. No contact. A second traffic awareness call was made notifying me of traffic now at 10 o'clock (can't remember a distance.) That time I spotted the aircraft at my 9 o'clock. At the same time I had to deal with the clouds now right in front of me. I could tell the situation was developing and there was no other option to maintain VFR. I asked for lower to maintain VFR again. I needed about another 300 FT to maintain clear of clouds. I descended to 4;200 FT maintaining visual separation from the traffic. N90 TRACON asked me to call them from the ground when I arrived at my destination. I called them and talked through the scenario with them. The other aircraft turned out to be a Boeing 767 I believe. I am not sure what I could have done differently. N90 TRACON said that the aircraft TCAS went off in the cockpit and he was startled. I do not know if he ever saw me but I watched him the entire time pass behind me. Maybe there was another option but turning away from the traffic I would not be able to see him; turning toward the traffic would have closed the gap. I did not start a descent until I was sure I saw the traffic because we were only vertically separated by 500 FT. Once I saw him I knew it was clear to descend and stay out of the clouds. I believe the other pilot was shaken up and I am not sure what could have been done more safely.




Synopsis: Private pilot reports encountering unforecast clouds at his level during an east bound flight through the New York Class B at 5;500 FT. A clearance to 4;500 FT is obtained but lower clouds necessitate a further descent to 4;200 FT causing a TCAS event with a B767 on arrival.
Date: 201811
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: A routine check at cruise alt indicated crew oxygen pressure was zero. ATC was advised we would need to descend and divert. Dispatch was contacted and after a short discussion we agreed on diverting. ATC; FA (Flight Attendants); passengers all notified; QRH; overweight landing procedures complied with followed by a normal approach landing rollout and taxi-in. Station operations did an outstanding job of taking care of our passengers in the middle of the night! Contract maintenance was unable to service our O2 bottle or complete an overweight landing inspection. Flt crew was released to hotel.




Synopsis: A321 Captain reported a depleted oxygen system led to a diversion.
Date: 201906
Weather elements / visibility: Thunderstorm
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: This was very much a convective weather day. Our flight had been impacted with multiple re-routes and holding; and substantial deviation around cells close to the airport to get us to final approach on runway 7. The approach was stable until short final when a substantial sink rate developed. I had to aggressively add power and back pressure to arrest the sink. These control inputs did not prevent runway contact; but did result in a bounce. Back in the air; I realized that in my attempt to arrest the sink; I had not pulled the power off before contacting the runway. Still; seeing adequate runway remaining; and knowing that there was weather very close to the field and getting closer; I decided to re-enter the landing maneuver; pulled the power; and re-established the landing attitude; which was a mistake. With the engines still spooled; I should have gone around. But I didn't. When I pulled the power; the spoilers deployed; and this time the landing was 'hard'; but the landing stuck; and we rolled out and taxied to the gate normally. If I had it to do over again; I wouldn't bother with the second landing attempt. I'd just go around.




Synopsis: A Boeing 777 captain reported a hard landing following an initial bounce after touching down.
Date: 201703
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: Agusta Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Parked
Aircraft component: Tail Rotor Drive System
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Procedure

Narrative: Tail Rotor assembly was replaced on Aircraft X with a freshly rebuilt assy. Entry number 5 on maintenance worksheet log page entered and signed off by local mechanics.  After pulling a short term due list the tail rotor TT straps indicated they had minimal time left on them. I and the day pilot both questioned the remaining time to both mechanics and was reassured that there was a glitch in software and there was adequate time remaining.  The previous short term due list had hand written 'CW' indicating the inspections were complied with.  This was also reflected as signed off with an RII sign off; in Form XXXX in the maintenance log.  We were informed that software was the issue on clearing the inspection item off of the short term due list.  This was again questioned the following day by myself and pilot; we were reassured that the issue was in software. This questioning continued for three days at XA:36 I received a call from Mr. X to immediately take the aircraft out of service. He then explained to me that there was an issue with the TT straps and the likelihood that they had been overflown.All log book paperwork and maintenance entries appeared in order and the continued reassurance by both mechanics; one the area lead mechanic; we continued to perform our duties and fly dispatched flights.To have a better maintenance tracking procedure especially when using swapped aircraft components.




Synopsis: Helicopter pilot reported that Maintenance personnel advised him to immediately take the aircraft out of service due to time sensitive parts that may have been overflown.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Other Preflight planning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: No Specific Anomaly Occurred All Types
When detected: Pre-flight
Result: General Work Refused
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: After reporting at XA:15 for a XB:45 pushback to ZZZZ; we were delayed for a maintenance issue.  Our CCO time was XD:28; we waived and agreed to extend for 2 hours until XF:28.  The time ran out and we were delayed because of legality issues.  It took us 1 hour to get to the hotel; because of late night and COVID-19 procedures.  I entered my room at XG:30.  I tried to find some food because the intention was to complete the 15 hour flight to ZZZZ.  I found no food so elected to try to rest.  I rolled around trying to decompress and unwind from the on again off again rolling delay of the maintenance issue.  I finally fell asleep around XJ:00.  At XK:00; the hotel started to come alive.  There were numerous door openings and closings.  They were obviously crew members leaving for work.  Not 45 minutes after numerous crew members departed for work housekeeping arrived to clean and disinfect the rooms.  It seemed like due to COVID-19 the process took longer and was much louder than it should have been.  By that time it was XN:00 and I had slept for maybe 60 minutes.  I decided I was not fit to fly due to operational caused fatigue and informed the crew desk at XO:00.




Synopsis: Air carrier First Officer reported a maintenance delay combined with COVID-19 procedures resulted in being unfit to fly due to fatigue.