elihoole/asrs-aviation-reports huggingface dataset:
Date: 201311
Local time of day: 1201-1800
Location: ROA.Airport, VA
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class C ROA
ATC / advisory: TRACON ROA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the downwind to [Runway] 34 in ROA; we requested the ILS rather than the visual approach. We were being vectored for the ILS when we saw another aircraft climbing out of ROA. The aircraft stopped climb and we were turned to from a 170 heading to a 270 heading and tracked through the valley at 5;200 FT. We did not receive a TA or RA. The other aircraft resumed climb and we were told to expect the LDA 6; but declined and requested the ILS 34. We were vectored back to the south over the mountains. A few minutes later we received a GPWS warning 'Too low terrain; Pull Up'; I executed the escape maneuver and the First Officer advised that we received a GPWS warning at 5;200 FT the Controller seemed confused. We returned to the assigned altitude and continued to be vectored for the ILS without further disruption.




Synopsis: EMB-145 Captain reported receiving a GPWS terrain alert while on vectors for an approach to ROA. Reporter feels this was controller error.
Date: 202109
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: Aircraft X advised me they were at Runway XX ready for departure. I told the aircraft the wind 'turn right heading 295 Runway XY cleared for takeoff'. The pilot replied what sounded like 'uh 295 cleared for takeoff' in the recording. I watched the aircraft depart and when it appeared to me that it was in a right turn I told the aircraft ' heading 295 contact departure'. I looked away and almost immediately the approach controller called me and asked me what the aircraft was doing. I looked at the radar scope and realize the aircraft was now in a left turn at approximately 5200 ft below the Minimum Vectoring Altitude. I told the approach Controller he should be turning right; and then tried to call the aircraft thinking he might possibly still be on my frequency. The approach controller reached out to that aircraft and realized it was on his frequency and took immediate corrective action. I watched the radar replay and listen to the audio after listening to the audio several times I realized pilot could be saying 'left 295' however all that I can actually hear is 't 295'. In a situation where I hear what sounds like 'uh' from the pilot try to re-verify the instruction.




Synopsis: Tower Controller reported an aircraft turned the wrong direction after takeoff and flew below the Minimum Vectoring Altitude.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Distraction; Time Pressure; Other / Unknown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During the takeoff run off of XXL at ZZZ I had my hands near the flight controls should the situation require a quick transfer of controls. This is something I do regularly during takeoff and landing. Just after making the 60 knots call the Captain; who is the PF (Pilot Flying); said something to me. I glanced over in his direction and noticed he was looking directly at me and not the runway. He then said something to the effect of 'what are you doing get your hands off the controls'. During this exchange the aircraft deviated about 10 to 15 ft. to the left of centerline of runway XXL. The captain had to make an abrupt correction to the right causing the aircraft to swerve. I asked both flight attendants if they felt the aircraft swerve on takeoff to which both said that they did feel the aircraft swerve on takeoff. I suggest an emphasis on crew coordination as well as the importance of appropriate conversations during critical phases of flight.




Synopsis: Air carrier First Officer reported aircraft deviation off runway centerline during takeoff roll.
Date: 201402
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: F/A 18 Hornet/Super Hornet
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown; Distraction
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: [We were] at cruise; near TRM; FL240 as assigned by ATC; received Resolution Advisory (RA); 'TRAFFIC; TRAFFIC;' followed immediately by; 'DESCEND; DESCEND.' Captain flying disengaged autopilot and descended; First Officer monitoring notified ATC that we were responding [due] to an RA. First Officer observed an FA-18 merge from high-to-low; pass co-altitude at 1;200 FT; left to left; opposite direction; then the FA-18 abruptly climbed back above FL250 to re-enter it's block in a Presidential TFR near PSP. ATC then said; 'TRAFFIC ALERT!'; but the event was already over. ATC informed us that; 'it looks like he went below his altitude.' Total altitude deviation estimated to be approximately 300 FT; from FL240 to FL237 back to FL240. Maneuver was assessed to be fairly benign with no passenger disruptions noted. Captain and First Officer observed an additional FA-18 approximately 4;000 FT above; 8 miles; at our 11 o'clock position; in-flight refueling from a KC-10. This flight appeared established in the Presidential TFR and was not a factor. Having situational awareness of both fighters; the First Officer then informed ATC that we were climbing back to FL240 and ATC acknowledged. Captain climbed the aircraft back to FL240 and re-engaged the autopilot. We continued on to our destination and landed uneventfully.Conduct TCAS training for military fighter pilots for a better understanding of flight path geometry; rates of closure and the requirement for a commercial airliner to respond to a Resolution Advisory.


Second narrative: [Narrative #2 contains no additional information.]


Synopsis: An air carrier crew level at FL240 near PSP; took evasive action from a F-18 TCAS RA after the fighter strayed from the Presidential TFR airspace.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Today; I experienced a loss of engine power; while practicing power off-stall with my student. Power was restored; after I declared emergency with Approach Control. Tower accommodated our emergency; when it became an 'urgent' situation by giving us [the requested] runway. I landed the airplane safely there.




Synopsis: C172 instructor experiences a loss of engine power while practicing power off stalls with his student. An emergency is declared with Approach Control and a safe landing ensues.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A319
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: Autothrottle/Speed Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: Accomplished go-around below 1000 feet due to aircraft spacing created by approach and tailwind; which resulted in an unstable approach. Subsequent approach uneventful.We were asked by ATC to slow to 160 knots on final. This was because of an aircraft 2.5-3 miles in front of us. We also had a 30-knot tailwind. We were using full automation and aircraft was not able to maintain 160 knots with flaps at configuration 2. In addition to the tailwind; the Autothrottles was actually increasing at a time that it should have been decreasing because of the increased speed. The increase in thrust could often be contributed to not being in the approach phase...but this was not the case. We were in fact in the approach phase. The First Officer disconnected Autopilot and Autothrottles and lowered the gear and flaps prior to 1000 feet. The airplane was above the Glideslope below 1000 feet. This resulted in an unstable approach in attempting to 'catch' the Glideslope. We conducted a go around at approximately 750 feet.As a result of the 30-knot tailwind; we should have lowered the gear further out to help maintain the speed. However; it is unclear as to why the Autothrottles was increasing at a time that it should have been decreasing to lower the speed.


Second narrative: Visual approach 37-knot tailwind and an aircraft placed 2.5 miles in front of slowed to 160kts by ATC. Autopilot was unable to maintain glide path with tailwind /160kts/ CONFIG 2/ in the APCH MODE (approach mode) pitch was causing airspeed to increase when Autothrottles began to increase thrust for an undetermined reason; worsening the situation.


Synopsis: A319 flight crew reported executing a go-around due to an unstable approach resulting from inadequate spacing and 30-knot tailwind.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Time Pressure; Distraction; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In the upwind Rwy XXL; at 200 ft. instantaneous loud popping and vibration was heard by both pilots. RPM maintained 2150 RPM's and both engine instruments were in green. Immediately upon noticing possible engine problem I as the Instructor took over 'flight controls' and completed a 'positive exchange of controls'. I maintained positive aircraft control flying the upwind. I communicated with ZZZ Tower immediately with a 'Pan-Pan' call and was given an immediate clearance to return to Airport and made the decision to start turn back towards Airport environment. ZZZ Tower offered assistance to any Runway; I declined. Requested Runway XXR; was cleared to land; landed XXR and landed safely. Taxied back to parking without incidence.




Synopsis: Flight Instructor reported while on upwind there was excessive engine vibration and a 'loud popping' noise so they returned to the airport.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear; 6
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was on Final approach after calling out turning Final Runway 21; Second call Aircraft X on Short final Runway 21. After first call on Final I saw Aircraft Y pull slowly onto the runway and stop; that's when I cancelled Short Final. Just as I was preparing to go-around he started moving and in my judgement I could land if he kept going. He lifted off as I touched down with full brakes and speedbrakes out. I was gaining on him as he climbed to 100 feet and by the time I made the second to last turn off he was 200 feet above and maybe 300 feet in front of my aircraft.Additional realities information. I never heard Aircraft Y announce anything; entering Runway; or even my call to him after I landed close to him. The heavy cross winds were a very big issue for me on the approach to this downhill runway. I know it well and with 160 at 22 knots on a 21 Runway I had 50 degree left crosswind and yaw angle for lineup. I knew I would get a major downdraft at the end of this runway so I elect to land at the 1000 feet marker. My landing speed is normal 100 knots plus 1/2 the wind makes 110 knots approach speed. That is the reason my ground speed and distance is long and fast. I was gaining on him even at his 100 to 200 feet. I also want to point out that as a NON controlled airport no one should pull on the runway and stop for even 10 seconds with an aircraft on final at 110 knots. Since his information indicates he is a commercial pilot I'm sure he realizes that there is no excuse to be on the wrong Frequency XYZ.00 or to stop as in Position and HOLD like you might get at a Towered airport.




Synopsis: Private pilot reported while on short final another aircraft entered the runway and began to takeoff.
Date: 201403
Local time of day: 1201-1800
Location: GFK.Airport, ND
Flight conditions: Marginal
Weather elements / visibility: Icing; Rain; 3
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Other Pilot School
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D GFK
ATC / advisory: Tower GFK
Reporter organization: Other Pilot School
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Weather
Primary problem: Weather

Narrative: We had filed IFR to get out of GFK. No ice had been reported by [another of] our aircraft that had left prior to us; in fact; one even reported above freezing temperatures aloft. It began to rain as we taxied out. Temperature on the ground was +1 Celsius. I decided to stay in the pattern since the aircraft was wet and not risk hitting a freezing layer on the departure and freezing the moisture to the fuselage; knowing from the weather briefing that there were several freezing levels above us. Other aircraft currently in the traffic pattern had reported no ice; so I was set on staying close by. As soon as we hit traffic pattern altitude the ice reports began to roll in from other aircraft in the pattern. In the 900 feet we climbed to traffic pattern altitude; the temperature had dropped to -1 Celsius. The rain froze to the fuselage and we called Tower to make a full stop. We performed a no-flap landing and had an uneventful arrival back at Grand Forks.




Synopsis: A PA-44 pilot took off in rain at +1C and was surprised when ice started to form as they approached pattern altitude and the temperature had dropped to -1C.  They remained in the pattern and landed ASAP.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Indicating and Warning - Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the final approach; we extended the landing gear and only had two green lights; main landing gear; [and] no nose wheel indication. We cycled the gear and never got a nose wheel down and locked indication. We initiated a low approach and asked the Tower to check the landing gear. We tested the lights and verified the nose wheel light was working. After this; we [requested priority handling] and completed the gear failed to extend checklist per the QRH; never getting a three green indication. We executed another low approach in which we had a flight and another aircraft on the ground; as well as the Tower; advised that it appeared the nose wheel was down and at 90 degrees. After this; we successfully landed the aircraft on Runway XX; pinned the gear and taxied to the [Company] ramp. We notified Maintenance Control and [Dispatch] after passengers disembarked.




Synopsis: GIV Captain reported encountering a nose gear indication malfunction on final approach to landing.
Date: 201812
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: New shutdown procedures for -800 series aircraft call for nose wheel and right main to be chocked and tail stand installed before chocks signal is given by Marshaller and notes that it may take up to two minutes for the Captain to receive this hand signal. On three out of four legs flown in an -800 on this trip; the Marshaller gave the chocks signal immediately after shutdown and far too soon for the tail stand to have been installed. Unless there are multiple ramp agents available to immediately (within three to five seconds of shutdown) install two sets of chocks and the tail stand; the likelihood of the 'chocks in signal' to be received by the Captain becomes increasingly low as this new procedure has become the norm. In fact; on the one leg where I actually got a proper signal; the lead Marshaller actually disappeared for nearly a minute before coming back to give me the signal. I was just about to leave the flight deck to go see if the chocks were actually installed at all (and if the tail stand was installed before de-boarding began) and might have missed the signal. Odds are that this procedure will break down and the signal missed far too often; posing risk of the very problems the new procedure is designed to mitigate. Recommend a separate signal for chocks installed; followed by the Marshaller remaining in sight with his hand in the air until a different 'tail stand installed' signal in given.




Synopsis: B737-800 Captain reported that several ground crew members were not complying with the new company policy.