elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 0601-1200
Location: CHO.Airport, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: While on downwind for a Visual [Runway] 21 we received a terrain caution (that lasted for about one second) while flying over the mountains. We were in visual conditions and clear of all obstacles. We continued the approach into CHO with no further delays.  Casual Factor - Terrain around the Charlottesville airport.  Made sure we were clear of the terrain and then continued on approach. Be weary of taking the visual around the mountains at lower altitudes. We should have also climbed a little bit to give ourselves some more clearance.


Second narrative: While being vectored for a Visual Approach to Runway 21 at CHO on a left downwind; level; at an assigned altitude of 3;000 MSL we received a GPWS caution annunciation of: 'terrain pull up'. The flight conditions were day VMC; so both the Captain and I had the terrain we were overflying in sight.  Our vectored flight path took us over steep rising terrain. Upon hearing the GPWS annunciation; we verbally acknowledged the annunciation and the visual steep rising terrain we were overflying.  We maintained straight and level flight because we could visual ensure we were clear of all obstacles and/or terrain. Request ATC assigned an altitude of 4;000 MSL instead of 3;000 MSL when vectoring on this flight path for a visual approach to Runway 21 into CHO.


Synopsis: Air carrier flight crew reported a GPWS Alert on initial approach to CHO airport.
Date: 201902
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Second aircraft: B737-900
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Inbound on a visual approach to [Runway] 8R into IAH over the JELLI fix. Airspeed was 180 KIAS slowing to 170 KIAS per ATC instructions. Captain and First Officer called the airport so ATC Approach Control told us to cross the fix EELPO at 3;000 feet and cleared for visual approach to [Runway] 8R. ATC identified preceding aircraft 4 miles ahead. Upon intercepting the glideslope near the fix REIGN; the aircraft unexpectedly encountered moderate wake turbulence from the preceding aircraft. Aircraft started rolling in both directions at approximately 30-35 degree bank angles. Pilot Flying immediately hand flew the aircraft to regain control as the Autopilot Fail warning message appeared on the EICAS. Aircraft was leveled off and pilot flying stayed slightly right of the localizer and above the glide path to avoid any more wake. Pilot Monitoring immediately reported the wake to ATC and to identify the preceding aircraft. Aircraft was a 737-900. Pilot Monitoring told ATC of our new flight path to avoid any further wake. Captain checked with Flight Attendant to ensure no one was injured - none reported by her. Approach Control handed aircraft over to IAH Tower who asked if we needed assistance - Captain reported none needed. Aircraft back on proper visual path to Runway 8R before Final Approach Fix MATON. Final approach and landing normal. Normal exit and taxi to the arrival gate.Threat was the unanticipated encounter with wake turbulence during the approach. Spacing from ATC was normal for typical operations in IAH. [Loss of control] was the sudden roll of the aircraft with the Autopilot Fail warning message on the EICAS with Pilot Flying needing a quick recovery to maintain altitude and heading.Spacing minimums should be reviewed and revised with ATC given the amount of wake turbulence the 737-900 series put out in our flight path. There wasn't enough separation allowed given the event.




Synopsis: EMB-145 First Officer reported encountering wake turbulence on approach to IAH 4 miles in trail of a B737-900.
Date: 201510
Local time of day: 0601-1200
Location: DCA.Tower, DC
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; 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 New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: Potomac Approach put us close behind [Aircraft Y]; reported as 4.6nm in trail. Also reported that [Aircraft Y] was slowing. I had been assigned 210kts. I started to slow all the way to final approach speed to try to get additional spacing. Continued to approach at final approach speed from the 10nm fix into the airport. At 3nm DCA Tower placed an [Aircraft Z] out on 19 for departure. I used as much of the river as possible to get additional spacing but they didn't clear [Aircraft Z] to take off till we were at 2nm. At 1nm the Tower stated to the [Aircraft Z] that they needed an immediate take off. At 500ft AGL and rounding on final to runway [Aircraft Z] was still not aligned with the runway. I initiated a go around and we notified DCA Tower. We were given a heading off to the East and then vectored around for another approach.




Synopsis: PCT place a medium transport aircraft behind a heavy transport aircraft which landed on DCA Runway 19; but that did not allow the next aircraft's takeoff before it was on close in final. The medium transport aircraft executed a go-around.
Date: 201909
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Powerplant Fire Seals
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part; Procedure; Logbook Entry; MEL
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: This report is filed to report an FAA violation.Aircraft X arrived with a piece of fire seal sticking up and out from between the left engine inboard fan cowl and strut panel. Upon further investigation; it was discovered that the wrong fire seal part number was installed on this panel. The fire seal for the left side of the engine was installed on the right side of the engine and when the fan cowl was opened and closed; the seal was damaged; crushed; and cracked; causing it to stick up and out.Aircraft X was removed from service due to the correct part being out of stock. This fire seal is driven and must be installed.




Synopsis: Technician reported that an incorrect fire seal was installed on an aircraft; resulting in damage and an FAA violation.
Date: 202107
Local time of day: 1801-2400
Location: BTV.TRACON, VT
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class C BTV
ATC / advisory: TRACON BTV
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was on a vector descending to 5;500 feet for the GPS approach. Aircraft X read the heading and altitude assignment correctly. Aircraft X was issued a base turn heading 060. After traffic passed below Aircraft X at 4;000 feet; I began to Precision Turn Altitude Clearance (PTAC) Aircraft X for GPS Approach. It was at the moment when I finished transmitting that I realized Aircraft Y was leveling at 5;000 feet. Immediately; the pilot read back the clearance. However it was incorrect due to the pilot stating 'maintain altitude until established in the localized... I immediately told the pilot to disregard the PTAC and to climb to 5;500 feet. I then told the pilot to 'check their altitude immediately' and that the MVA (Minimum Vectoring Altitude) in the area was 5;400 feet. I received no response so I repeated the climbing instruction with an amendment to maintain 5;400 feet instead. I then asked the pilot to read back the altitude assignment. The pilot did not read back the numeric altitude. I then instructed Aircraft X to join the final approach course upon reaching 5;400 feet. I observed Aircraft X reach 5400 feet quickly and safely. Aircraft X was cleared for the RNAV/GPS Approach and landed without incident.I recommend having a quarterly conversation with the local flying community around BTV's airspace. There are a multitude of flying clubs and academies that can benefit from a conversation with BTV ATC. The format for these conversations could include in person tours; sit-downs; or e-mail correspondence. Events like this can be avoided; in my opinion; by explaining the importance of understanding altitude assignments; approach information for our lengthy; step-down; ILS and RNAV/GPS Approaches and expectations. Most of the flying community around BTV flies in and out of uncontrolled airports."




Synopsis: TRACON Controller reported an aircraft descended below the assigned altitude and flew below the Minimum Vectoring Altitude.
Date: 202201
Local time of day: 0601-1200
Location: ZID.ARTCC, IN
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Airspace: Class E ZID
ATC / advisory: Center ZID
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X flew the RNAV RWY 10 approach at PKB followed by the missed approach with holding. The missed approach procedure was climbing to 030 direct to CAPNA and hold east of CAPNA. The pilot checked in on the missed level at 030 direct CAPNA. He entered the hold at CAPNA. After a couple of minutes; I noticed the MSAW (Minimum Safe Altitude Warning) flashing 031 and when I saw it I assumed the computer had his trajectory going eastbound; thinking that he was going to continue eastbound toward CKB where the MVA's get higher. I asked my Radar Controller where the 031 MVA area began; and after we pulled up the TAV map; it appeared that the aircraft may have already entered the 031 MVA area on the map. Upon seeing this; the Radar Controller climbed the aircraft to 040 without incident. I am not sure if the aircraft flew in the higher MVA area or not. I think we both assumed that since the missed approach procedure specified 030; that it would be a good altitude. Use our TAV map for altitudes; not the ones depicted on the approach plate.




Synopsis: Center Controller reported an aircraft that entered a MVA at a lower altitude.
Date: 201910
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: I had a meeting with [Name X] from flight safety regarding a report I filed for Aircraft X. During the meeting; I mentioned that I had to write a statement for the company [five days prior]. Supervisor told me that statement I wrote on the report was not detailed enough; so he wanted me to write another one.Union steward was with me during the time. At the time; Supervisor had copies of the report; log pages; job cards and reference that was for Aircraft X. I asked Supervisor for the copies of all the documents he had so I can write the statement for him since event occurred about one month ago and I didn't want to miss any detail of the event. [Name X] wanted me to write another report regarding the statement. Next day I gave a copy of my statement to [Name Y].




Synopsis: Technician reported that the company requested a rewrite of his safety report.
Date: 201908
Local time of day: 1201-1800
Location: BOS.Airport, MA
Flight conditions: VMC
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B BOS
ATC / advisory: Tower BOS
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: As I was coming in to land on 4L in BOS; there was a B-767 landing on the parallel side. Just as I was about to flare got hit by a sudden gust of wind; which I thought was the wake turbulence; and instantly added some power to get better control of the airplane. However by then was almost in the flare and airplane touched down with higher speed than planned for; because of which I hit brakes right as I touched.  As a result the main gear [tires] on both sides got burned out and lost a lot of rubber at a spot on each of them.




Synopsis: Cessna reported flat-spotting the main gear tires after applying brakes with too much force following a wake turbulence encounter from a B767 landing on a parallel runway.
Date: 201709
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL400 we encountered a left engine failure accompanied with slight vibration and an over temp of 900 plus degrees. We asked for an immediate descent; and started a right turn. We ran the Engine Fire/Severe Damage/Separation Checklist and the engine was shut down. EGT eventually reduced and no fire indications were present. Last I remember seeing was N1 rotation around 24 percent. It was decided that ZZZ was the closest suitable airport to divert to. I flew the aircraft while the Captain coordinated with Flight Attendants; Dispatch and informed the Passengers. We had good CRM which helped us stay in the Yellow/Green and maintain good situational awareness. We ran all pertinent checklists in QRH. I flew the aircraft near ZZZ and Captain took over and performed an uneventful single-engine landing. Fire Rescue met us; checked us over; and cleared us to taxi to gate. Brake cooling was checked with no issues.


Second narrative: I had confusion [regarding the] proper assessment of engine condition based on my training. Autothrottles disconnected initially indicating an engine malfunction. Next was a rise in EGT prompting the QRH and initially retarding the throttle and requesting a lower altitude. No Engine Fire warning was present and a quick test of Fire Warning System proved all was functional. Engine Failure and Shutdown Checklist was accomplished. We now were indicating adequate N1 and N2 rotation; acceptable EGT; and a Crossbleed indication drawing me to a restart situation. My assessment was that was a bad idea considering such a high EGT indication on our initial problem.


Synopsis: B737 flight crew reported that the left engine was shut down due to an overtemp and vibration. The flight diverted to the nearest suitable field.
Date: 201809
Local time of day: 0601-1200
Location: DCA.Airport, VA
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: We took off into a severe thunderstorm out of ATL. We got the ding for departure check; then the Captain immediately said over the PA for the Flight Attendants (FA) to remain seated. We hit the worst turbulence I have ever experienced. We took a lightning strike to the right wing. We had even worse turbulence with huge drops. I have never heard Passenger scream like that. Everyone was terrified and we were trying to reassure people and keep our composure while we were scared ourselves. We took another lightning strike to the left wing. There was absolutely no communication from the flight deck. They eventually called to say we could get up; even though it was still very bumpy. The A informed him we had taken a lightning strike and he told her we didn't later; after the First Officer (FO) confirmed it; he agreed that we had. They never checked on us; never checked on the Passenger or made specific announcements about the incident. They weren't even out for view during deplaning.




Synopsis: 737 flight attendant reported the aircraft encounter turbulence; with two lightning strikes and passengers were emotionally upset; but there was no communication from the flight deck crew.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Marginal
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Elevator Trim System
Component problem: Failed
Reporter organization: Fractional
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
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 Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent we received a PITCH MISTRIM message on the PFD. The Captain then disconnected the autopilot to fix the problem. He stated that the elevator trim was stuck and would not move. He then called for an emergency checklist. I then ran the emergency check for Jammed Elevator Trim. We declared an emergency with ATC; notified the passengers of the situation; and then landed uneventfully at our destination. Passengers left and we wrote up the aircraft.


Second narrative: Monitoring pilot ran the appropriate emergency checklist which resulted in autopilot being turned off. At that time; I (pilot flying) was unable to move the elevator trim. It was frozen in a nose down position. At all times; the aircraft was under control and stable. We then proceeded to notify ATC and declared an emergency. We landed uneventfully and upon shutdown; we were met by Airfield Rescue and Fire Fighters and debriefed them of the reason for the emergency.


Synopsis: A CE560XL PFD alerted PITCH MIS-TRIM so the emergency checklist was completed; an emergency declared and; with the aircraft stable and in control; a landing was completed.