elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 0601-1200
Location: LYH.Airport, VA
Flight conditions: IMC
Light: Daylight
Aircraft: Medium Transport
Operator: Air Carrier
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class E ROA
ATC / advisory: TRACON ROA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: We were assigned direct to KILBE at 3000 feet into LYH for the ILS 4. As we were nearing several miles from the localizer; we got the 'Terrain; Terrain' aural three times; then followed by the 'Pull Up' aural. We began a climb above 4000 ft and leveled once the warning had silenced. We told ATC about the event then he vectored us around for another approach to Runway 4; this time from the east side of the localizer. During this process; we did receive one more 'Terrain; Terrain' aural; but no 'Pull Up.' We continued on the ILS approach for Runway 4 and landed uneventfully. I can't say for certain; but I believe the Terrain; Pull UP aural may have been erroneous due to the erratic RA indications. Perhaps ATC needs to leave us higher in that area. ATC had us at 3300 feet initially before giving us 3000 as we were coming to KILBE.




Synopsis: Pilot reported receiving GPWS Alerts and a Pull-up Warning during vectors to the ILS 4 to Lynchburg Regional Airport.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Military Trainer
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: End of Course Check for Private [license]. We were on left base while a Yak aircraft was right base. Yak was cleared number 2 cleared to land. We started turn to final early just to create spacing from the YAK. At that time the Yak also started his turn to final. We had visual on him until about 1/2 mile final when we lifted our high wing. After that he was above us. I told the student to conduct a Go Around and sidestep to the left since the traffic was on top of us. The tower asked the Yak once he landed if he ever saw us. He responded with no he was cleared to land.




Synopsis: Instructor reported executing a go-around from after an airborne conflict with an aircraft that had cleared to land number two.
Date: 202008
Local time of day: 0601-1200
Location: DEN.Tower, CO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DEN
ATC / advisory: Tower DEN
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: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: After previous aircraft lifted off we were cleared for takeoff. He was on same routing (Epkee) with pretty good right turn after takeoff. As I rolled into 30 degrees of bank out of about 6;000 ft. his wake pushed us over to about 45 degrees of bank. I rolled back and continued on departure.


Second narrative: During initial climb out after takeoff on 34L; we were in a right turn on the Epkee departure. We encountered wake turbulence and the airplane rolled to approximately 45 degrees of bank. The Captain promptly rolled back to our standard rate turn and we continued on the departure.


Synopsis: B737NG flight crew reported a wake turbulence encounter departing DEN rolled them into a 45 degree bank.
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach into ZZZ while slowing to assigned speed; flaps 1 selected with no motion indicated at all from slats or flaps.  Checked circuit breakers and found none tripped.  Notified ATC we needed delay vectors to accomplish required checklist.  While the First Officer flew aircraft I accomplished Flaps; Trailing Edge: Symmetrical Non-normal/No Flaps checklist. When Alt Flap Switch moved; received full slats and slight flap split noticed. Continued with 'TE flaps do not operate or an asymmetry develops:' side of checklist with flaps up. Dispatch notified of problem; flight attendants notified; and PA made to passengers identifying problem but would have them safely on ground and at gate shortly. Ran data for current configuration; requested long runway from ATC and requested equipment standing by. They came back that since I requested equipment that 'they' were declaring an emergency; to which I agreed.  When we got to landing portion of checklist; transfer was made to me being flying pilot; and the First Officer ran remainder of Landing Checklist.  Landed; emergency equipment there at our turn off point; and the First Officer referred to brake cooling concerns of which we had none. Made a PA and slowly taxied to gate where Maintenance met aircraft and logbook entry made.I'm sure Dispatch had good intentions; but ACARS message received that burn to [Maintenance base] was 2.5.  This was NOT something to consider since we were at 4;000 feet orbiting ZZZ in good weather with 6;500 lbs. of fuel at this time; and ZZZ was nearest suitable airport. I typed back short message; 'busy landing ZZZ.'  Again I'm sure good intentions meant; but concerned this could lead to someone considering going to base or alternate with a problem that could compound; or land with less than as in this case 4;000 lbs.




Synopsis: B737-700 Captain experiences flap and slat failure during approach and asks for vectors to accomplish QRH procedures. When alternate flap switch is moved LE slats extend to full extension and a TE flap asymmetry is detected with flaps almost up. A flaps up full slat landing ensues without complications.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Aircraft component: Elevator
Component problem: Malfunctioning
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: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Procedure

Narrative: Ferry aircraft with airframe vibration written up.  Possible worn elevator hinges. Previous crew noted vibration occurred at 308 knots on climb through FL220 and 308 knots on climb through FL280.Dispatch filed us above FL220 with no speed restriction. We contacted them and had them change our plan to cruise at FL190 no faster than 250 kt. The flight progressed without incident within these aforementioned parameters. Company was contacted [and] connected me to [a] CA (Captain) who assisted me with my decision to accept this aircraft. I felt that I was in a realm outside the airworthiness of the aircraft. An EA (Engineering Authorization) suggested to me that the aircraft had been deemed not to be airworthy and data had been collected to confirm that it is safe to fly. My question was whether I was permitted to take such an aircraft as a non-test pilot. Apparently; I am.Advise all line pilots that they may be placed in this scenario as the fleet apparently declines due to wear on elevator hinges.




Synopsis: Captain reported encountering issues with a ferry permit.
Date: 201502
Local time of day: 1801-2400
Location: ORD.Airport, IL
Light: Night
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Relief Pilot; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion; Human-Machine Interface; Situational Awareness; Distraction
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; 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 Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: While descending on the FYTTE 2 Arrival; with a clearance to cross BHAWK at 240 ATC re-cleared us to descend via the FYTTE 2 except maintain 300 knots. At this point we were about ten miles west of BHAWK descending in LNAV and VNAV. The altitude window was reset from 240 to 11000. I put 300 knots in the speed window. I then edited the speed on the VNAV descent page to 300 knots and edited the speed restrictions on the legs page at STNLE and CUUPP to 300. After executing these revisions I noticed the airplane began an uncommanded right turn off of the magenta line. At this point I hit heading select and slewed the heading cursor back around to re-intercept the magenta line. I now noticed that although the magenta line still went through BHAWK the fix itself had turned white and STNLE the next fix on the arrival had become active. I rearmed LNAV; but it did not capture as we flew back through the course; so I slewed the heading select back towards BHAWK. The airplane was slow to respond; so I disconnected the autopilot and was now hand flying to BHAWK. As we approached BHAWK ATC asked if we are still descending via the FYTTE 2. The co-pilot then said we need to cross BHAWK above 220 and informs me that I am already low and still descending. I leveled off and we crossed BHAWK below 220. In the confusion of losing the BHAWK fix and flying the aircraft back to the now white fix indication I had not realized that the FMC had lost the vertical crossing restrictions at BHAWK. After passing BHAWK the flight director recaptured the magenta line into STNLE and the VNAV path came back. I re-engaged the autopilot with no further problems.My opinion of the overall problem here is we do too much typing and not enough flying.




Synopsis: While descending on the ORD FYTTE2; ATC issued a 300 knot speed restriction. When the B777 Captain modified the waypoint speed constraints it caused LNAV and VNAV to disconnect. The aircraft descended below profile and deviated from the desired heading until manually corrected.
Date: 201503
Local time of day: 1201-1800
Location: PGD.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E RSW
ATC / advisory: TRACON RSW
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On approach to PGD the Approach Controller called out a traffic target at our 10 O'clock position about 500 feet below us. We did not see the traffic immediately; but had them on TCAS. The controller issued a left turn vector toward the traffic and indicated that the aircraft had turned away from us. I spotted the traffic visually and it appeared to be a single engine aircraft doing turns around a point in the VFR/general aviation practice area clear of the Class D for PGD. As it continued its turn and began to fly towards us again; we got a 'monitor vertical speed' aural warning. The traffic then appeared to start climbing and we received an 'adjust vertical speed' command. The FO disconnected the autopilot and promptly responded to the climb command. We were clear of conflict within seconds and reported the RA to ATC as well as asked for a NMAC report to be filed.After landing I was given a phone number to the RSW supervisor. I explained to him what happened; which also mirrored what his controller had reported to him. He said he would file a NMAC report.




Synopsis: Captain reported responding to an RA on arrival into PGD that involved a single engine aircraft near the practice area.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Icing; Rain; 10
Light: Daylight
Aircraft: Military Bomber
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Other / Unknown; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter VFR In IMC; 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: Human Factors; Environment - Non Weather Related; Weather
Primary problem: Ambiguous

Narrative: We were planning a flight and had been monitoring a line of weather from the Midwest to the Gulf of Mexico. We found what looked to be the lowest spot but improving; and when it got to 1;500 FT ceilings; we launched. En route the ceilings were going lower; but we could still see light below them with good visibility. The pilot flying elected to press on. I was looking at the sectional; noticed that up ahead was a wind farm; and notified the pilot. He had gone off the planned track to vector around weather; so I wasn't exactly sure where we were. I thought the wind farm was about 5-10 miles ahead. About 30 seconds after I notified the pilot; he saw the supports of one turbine ahead; with the tops in the clouds. He added power and began to climb. We were immediately in IMC. The pilot flying is very experienced; but not recently on round dials. As he climbed; I attempted to call Center for a pop-up. There were 4 frequencies nearby on the chart; but no one answered. Another non-flying pilot onboard noticed we were picking up ice and ran the carburetor heat and other engine controls for me as I dealt with radios. As we neared 9;500 FT; we broke out between layers. I was able to get Approach for a pop-up; although we remained in VMC the rest of the way to our filed destination. Several contributing factors were involved in this event. One; we had departed late; and there was pressure to make it to base for a planned demo and static display. Two; there was a steep authority gradient in the cockpit. The pilot flying is also the owner of the airplane and we do things his way. I suggested returning to an en route airport for landing; but was dismissed. I did not feel I could speak up again. Three; the pilot flying had lots of bush experience in Alaska and felt we could make it. We did right in climbing immediately; but I am not proud we flew into these conditions with passengers onboard.




Synopsis: A B-25 First Officer reported that at an 800 FT cruise altitude the aircraft deviated from the planned track for weather and then encountered a wind farm; which forced a climb into IMC with icing and an IFR clearance.
Date: 201207
Local time of day: 0001-0600
Location: N90.TRACON, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb; Initial Climb
Airspace: Class E N90
ATC / advisory: TRACON N90
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Departing HTO. The clearance given was HTO HVN CMH V23 SAX Direct TEB. There is a temporary Tower located at HTO during the summer. It is confusing who actually controls the airspace in the area. Is it NY or the temporary Tower. When departing Runway 10; we were cleared for takeoff without further instructions. We climbed on runway heading to 2000' FT. The HTO Tower switched us to NY on 125.97 and we checked in with NY. After checking in with NY; the Controller ask if we were in the turn to HTO to which I replied we were runway heading. NY then asked if we were cleared direct to HTO. I conferred with the pilot flying who had picked up the clearance and he said that the clearance was to HTO as our 1st way point but that we did not receive instructions to turn direct to HTO after departure. When the Tower Controller cleared  us for takeoff; that was all he said; cleared for takeoff Runway 10. There was no altitude deviation or anything inappropriate; just misleading instructions. The NY Controller queried us about the phraseology used and we told him our instructions given by the Tower Controller. Since the Tower Controller just cleared us for takeoff without further instructions for a turn or OD procedure; we flew the runway heading. That was what we felt the proper procedure was per the takeoff instructions. The flight continued to TEB without further incident. Suggestions; the airspace and the controlling agency of the airspace in and around HTO has to be clarified better. I believe this is a private Tower set up for the summer months only. Proper phraseology needs to be given along with the proper instructions. Neither one of us felt that what we performed during the takeoff was incorrect and given the takeoff instructions; we performed the departure the way we understood it to be. If we were to turn direct to the HTO VOR; the Tower Controller should have phrased it that way when clearing us for takeoff. In reviewing the clearance with the flying pilot during and after the event; given the takeoff phraseology; we would probably perform the departure the same way again.




Synopsis: IFR departure from HTO reported confusion regarding the differing instructions issued by an apparent 'temporary' Tower and N90. The reporter indicated increased clarity is necessary regarding ATC service in the area.
Date: 201505
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed with First Officer (FO) flying the airplane; and experienced a 'R Pack Off' EICAS on the initial climb out. The Autopilot was engaged; and [First Officer (FO)] continued to fly the plane and operate the radios; as I ran the QRH checklist. The QRH guided us to continue operations normally. Within a few minutes; the 'FWD EQPT OVHT' EICAS illuminated. I ran the QRH procedures; put the EQUIPMENT COOLING selector in STBY; and waited for 5 minutes. The 'FWD EQPT OVHT' once again illuminated. I then put the EQUIPMENT COOLING selector in OVRD; and [FO] noted that the 'No Cooling' warning light also illuminated. We then began to wait the requisite 30 minutes. During the waiting period; both EADI's flickered; and then lost their color display. We also noticed the 'Standby ADI' beginning to fail; indicating a climbing turn. After our eventual course reversal; it indicated a 90 degree bank.Upon climbing through approximately 24;000 feet. (internet records show a maximum altitude of 28;500 ft; so my memory of that may be incorrect); the 'CABIN ALT' EICAS illuminated. We donned the oxygen masks; and observed the cabin altitude and rate. It indicated 11;000 feet.  Shortly thereafter; I heard a loud rushing of air; and the cabin rapidly depressurized to approximately 16;000 feet.  We then [had a situation]; received a clearance to the MEA of 11;000 feet; and promptly descended. At this point of multiple failures; and not knowing how long our instrumentation would remain operative; we decided to proceed to the nearest airport with which we were familiar. We elected to return to [departure airport]; knowing that daylight would still remain; the weather was VFR; the terrain non-mountainous; and we were well within maximum landing weight for that runway.  Sometime after reaching 11;000 feet; the packs were both back to normal operation; and the 'FWD EQPT OVHT' indication had extinguished. We made our approach and landed without incident.


Second narrative: [Report Narrative Contained No Additional Information].


Synopsis: B767 flight crew reported multiple issues; including a rapid depressurization at FL240; and elected to return to departure airport.