elihoole/asrs-aviation-reports huggingface dataset:
Date: 201307
Local time of day: 0601-1200
Location: SAN.Airport, CA
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SAN
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: While being vectored for the approach the Final Approach Controller left us high and gave us a short vector for the CANPA approach. While intercepting the localizer I realized that we were not tracking the localizer inbound. I verified the localizer frequency in both the active Nav 1 and Nav 2 frequencies. At this point the pilot flying (First Officer) disconnected the autopilot while we discussed the problem and began to mention the possibility of going around. The Tower Controller then gave us a low altitude alert. I told the Controller that we were correcting. At this point we made the decision to execute a go-around. We began the go-around and I told the Controller we were going around. Cause: Focusing too much on intercepting the course and not properly monitoring the approach. After experiencing this circumstance; I would ask for a longer approach where we didn't feel rushed to get down and get configured. If we had had another 3-5 miles on the approach I believe that we would not have had this problem.


Second narrative: We were left high and fast and were doing the CANPA approach to Runway 27 into SAN when the localizer didn't capture we got fixated on the green needles and were still descending. Approach came on and said we were low; turn to a heading; and we immediately executed the missed approach. We felt rushed and when the localizer didn't capture it created a snowball effect.


Synopsis: CRJ-700 flight crew reported while on approach to Runway 27 at SAN they deviated from the localizer during a rushed approach and were given a low altitude warning from ATC; which triggered a go-around.
Date: 201604
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Human Factors

Narrative: I was flying a solo cross country and had flight following for a majority of the flight. During the flight I refueled and continued. It was a windy day and the flight was obviously taking longer than expected. I attempted to contact FSS to amend my flight plan for an extra hour to give me time to get back on three different frequencies. I attempted to call up three FSS; two of which were recommended by Center; and couldn't pick up the signal for any of them in the area and neither could a fellow student flying about 15-20 NM miles ahead of me. We let control know that we couldn't pick up any of the frequencies. He said it wasn't a good area. I requested for him to amend my flight plan for an hour more. [The other pilot] asked if he could have the same thing I requested. Center answered and said he would pass on that info and have it amended. When I landed as soon as I taxied back and shut off the plane I immediately called 1-800-WX-BRIEF and requested to close my flight plan. Without letting me know that anything was wrong; the briefer closed the flight plan. As I walked into the airport lobby; 30 minutes later I was notified that search and rescue had been sent out for me. I called back 1-800-WX-BRIEF and asked if my flight was closed. The briefer said it had and didn't mention anything about search and rescue. I then asked if my flight had been amended for an extra hour and was notified that the information was never passed on for my plane from the Center controller as I was told it would be.




Synopsis: DA40 pilot reported that ATC had not passed on their request to extend a flight plan and that search and rescue may have been dispatched.
Date: 201211
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic Syst Valve
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taking Runway 24 for departure we lost Number 1 Hydraulic Quantity when the flight taxi switch was moved to the flight position. It was detected by the loss of normal brakes; the roll spoiler inboard hydraulic caution light; and the Number 1 ISO valve caution light. We briefly discussed that we had lost Number 1 Hydraulic quantity. We decided that with nose wheel steering; deicing; and the emergency brake that we could safely return to the gate. We notified ATC and company. Then returned to the gate. The First Officer made a PA and talked to the Flight Attendant. I was not able to use the normal brakes. The Roll Spoiler inboard hydraulic caution light and Number 1 ISO Valve caution light illuminated. The number 1 hydraulic fluid gauge was at 1 quart. Maintenance told us that a hydraulic actuator had cracked and dumped fluid overboard. We discussed what had happened. Then determined that we had what we needed to return to the gate and did so.




Synopsis: A DHC-8-100 hydraulic actuator failed which dumped the Number 1 Hydraulic System fluid overboard as the takeoff was begun; so the takeoff was rejected; but the crew had sufficient brakes and steering to taxi to the gate.
Date: 201809
Local time of day: 0001-0600
Location: ZBW.ARTCC, NH
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZBW
ATC / advisory: Center ZBW
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Human-Machine Interface
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Equipment / Tooling; ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: At XA:00 Aircraft X was an automated handoff (HO) accepted by ZBW-17 from ZNY-65. Aircraft X was on a code from ZZZZ to KEWR at FL380. At XA:09 Aircraft X checks on frequency at [FL]380 and is acknowledged; 110 miles southwest of the WHALE intersection. At XA:09 Yarmouth Sector (YQM) calls ZBW-17 with a HO on Aircraft Y 10 miles east of the WHALE intersection; RA17 answers the call. At XA:10 Aircraft X's data block jumps to the WHALE intersection; 113 miles northeast of where it was prior and is now tracking on what will become Aircraft Y. XA:10 responds to Yarmouth Sector with Aircraft Y? Then says he's on a bad code and responds RADAR contact. At XA:10 Aircraft Y checks on frequency at [FL]350. At XA:10 Aircraft X's data block now drops off the scope. At XA:10 Aircraft Y is instructed to squawk code XXXX; Aircraft Y was squawking YXYX. At XA:11 Aircraft X should now be entering ZBW-17 at [FL]380 without a data block; can't see the limited on Falcon. At XA:23 Aircraft X should be entering ZBW-46. At XA:26; watching Boston TRACONs Falcon looks like Aircraft X was 10 miles at closest to another AC (Aircraft Z at [FL]380). At XA:27 ZBW-46 broadcasts in the blind for Aircraft X; Aircraft X should be over BOS now at [FL]380. At XA:27 ZBW-17 ships Aircraft X to ZBW-46; ZBW-17 was asked to ship this aircraft by someone. At XA:29 Aircraft X now has a data block over KBOS at [FL]380; is now talking to ZBW-46 and is given a left 360 degree turn for descent. Looks like Aircraft X flew about 135 miles through ZBW airspace; Sectors 17; 18 and 46 without a data block.




Synopsis: Boston Center Controller reported an air carrier flew through Boston Center's airspace for 135 miles unidentified.
Date: 201512
Local time of day: 0601-1200
Location: ZLA.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Special Use GC SFRA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I am a First Officer for a part 135 tour operator at the Grand Canyon. As the FO (First Officer); we were operating a flight through the Special Flight Rules Area on the route 'Blue Direct North.' As we passed the reporting point 'Colorado River' I was given instructions by the Captain to deviate north of course for the purpose of him wanting to point out some landmarks.  We proceeded to follow the Colorado River north easterly. After a short distance away from the Blue Direct North route; I questioned the Captain as to how far we were going; and if it was necessary.  He indicated that it wasn't very far and he would tell me where to fly.  I did not feel comfortable with his reasoning as I knew that we were exceeding the route dimensions set in the Special Flight Rules Area and reminded him of such.  During this deviation; the flight controls were exchanged on multiple occasions as the Captain would point out prominent land features.  When I was in control of the airplane; I would start a course back towards the Blue Direct North and voice that we should return to our route; but the controls would be exchanged again with the Captain changing our course. As we continued north easterly we proceeded to enter the southernmost extension of the Toroweap/Shinumo Flight Free Zone. This was not intentional on my behalf as I had made multiple efforts prior to entering the Flight Free Zone to return to a south heading and rejoin the Blue Direct North route. I also voiced my opinion and desire to discontinue our deviation. This was not a direct safety concern and did not warrant me to forcefully take control of the airplane and return to our designed route.  I do not believe there was anything else I could do at the time to avoid entering the Flight Free Zone.  Once on the ground; I proceeded to discuss the matter with our Director of Operations and Chief Pilot.




Synopsis: First Officer flying a Grand Canyon tour was directed by Captain to deviate off the Special Flight Rules route and enter a Flight Free Zone.
Date: 201811
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Day 3 of 3 departing in a MAX 8 after a long overnight. I was well rested and had discussed the recent MAX 8 MCAS guidance with the Captain. On departure; we had strong crosswinds (gusts > 30 knots) directly off the right wing; however; no LLWS or Micro-burst activity was reported at the field. After verifying LNAV; selecting gear and flaps up; I set 'UP' speed. The aircraft accelerated normally and the Captain engaged the 'A' autopilot after reaching set speed. Within two to three seconds the aircraft pitched nose down bringing the VSI to approximately 1;200 to 1;500 FPM. I called 'descending' just prior to the GPWS sounding 'don't sink; don't sink.' The Captain immediately disconnected the autopilot and pitched into a climb. The remainder of the flight was uneventful. We discussed the departure at length and I reviewed in my mind our automation setup and flight profile but can't think of any reason the aircraft would pitch nose down so aggressively.




Synopsis: B737 MAX First Officer reported that the aircraft pitched nose down after engaging autopilot on departure. Autopilot was disconnected and flight continued to destination.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On landing; drifted left off center line. Winds were 040@7 at the time Landed on runway X - went off the left of the runway and was able to correct back onto the runway. Struck a light was able to taxi and park the aircraft without further incident.Corrective action would have been to go-around and not complete the landing.




Synopsis: SR20 pilot reported a loss of control during landing resulted in a runway excursion and contact with a runway light.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Texan T6/Harvard (Antique)
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The day started by topping off fuel. Capacity is 110 gallons. Took off and flew direct to ZZZ. Dropped off the owner of the plane at ZZZ and then flew from ZZZ toward ZZZZZ Intersection. Once clear of Class B airspace I flew direct to ZZZ1. Approximately 30 minutes into the flight the engine quit and the fuel pressure light came on. I wobbled the emergency pump but had little success. A large corn field was ahead and left and I made a pattern to land there. This type of plane is landed gear up if off airport and no hard surface. I approached the field at 90 kts and made a couple S turns to lose altitude. Once closer I noticed the field sloped downhill. The adjacent field was chosen to land in and it was straight ahead after a low area with overgrowth and a dirt road. I flew the profile of the first field to maintain speed and aimed for the start of the second field. Once the plane hit it slid for 250 ft. There was no injuries and no fire. The remaining fuel was drained from the tanks and verified the tanks did not have enough fuel to keep the engine running. The total time from the departure airport to the field was 2.7 flight hrs. I normally use 30 GPH to plan. With that I should have had some reserve once at ZZZ1. In hindsight I should have refueled at ZZZ. In the future I will limit time to 2 hrs between fueling. I also feel that there could have been a loose fuel cap causing venting of fuel or the aircraft was tilted during fueling causing a lower amount of fuel to go into tanks. Once the plane is repaired the owner will drain the tanks and check the capacity by filling.




Synopsis: T6 Texan pilot reported an off airport landing due to fuel starvation.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; 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 Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departure in our normal configuration with the APU running. Shortly after takeoff we noticed light smoke in the cockpit and cabin. We requested a priority landing and were given vectors to back to the airport. At this point we shutdown the APU and immediately the smoke started to dissipate. We reviewed emergency procedure for smoke in the cockpit and made a normal landing without incident. After the pax deplaned we started troubleshooting with our Mechanic. As such; we started just the APU and after a couple of minutes we turned on the blower; immediately we started getting smoke in the cockpit. At this point we shutdown the APU.With the APU stowed we did a battery start on the engines; and taxied the aircraft to run up spot on the field; set the brake and increased power to climb. After a couple of minutes with no smoke or odor we determined that the problem is with the APU. After consulting the Aircraft's Master Mel list we determined we could dispatch with the APU being labeled inop.After consulting with maintenance over the phone I determined the aircraft was safe to operate per 91.213. At that point we took off empty to destination and landed without incident.In retrospect I am concerned that we may have or not have dispatched with other inoperative equipment.




Synopsis: C560XL Captain reported noticing smoke in the cockpit shortly after takeoff resulting in a return to the departure airport.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AHRS/ND
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: After rotation we had a #2 AHRS failure. We continued to climb out; and followed ATC instructions. After all appropriate checks were completed we ran the emergency checklist. We then decided it was best to return to the field. The First Officer saw a bunch of flags on his instruments as well as a flag on the captain's side RMI. It probably happened because the #2 AHRS was written up 5 times within the last week and Maintenance never fixed the problem correctly. No emergency was ever declared. Fix the aircraft right the first time.




Synopsis: DHC8 Captain describes a #2 AHRS failure after rotation and return to field. AHRS had been written up five times in the last week.