elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Local time of day: 1801-2400
Location: BWI.Airport, MD
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On arrival to BWI we were cleared to descend via the ANTHM 3 RNAV arrival; landing east. As the PF I selected 4;000 (the bottom altitude at STARZ) and managed descent. Prior to EAGLL we were given a revised clearance to descend to 11;000 feet for traffic. EAGLL has a crossing restriction of below 13;000 and above 12;000. As the PF I selected 11;000 and selected open descent. Several minutes later; but still prior to EAGLL; ATC gave us yet another revised vertical clearance; to descend to 11;000; then descend VIA the ANTHM 3 RNAV arrival; landing east. So as the PF I again selected 4;000 (the bottom altitude at STARZ) and managed descent. The plane slowed its descent to 1;000 FPM as we were now below the planned descent path. The PM who was distracted with other tasks looked up and queried whether we should still be descending at a faster rate to 11;000; and suggested we do so. The clearance was a bit confusing - we were not told 'best rate' (or anything like that) to 11;000; but it seemed plausible since it was 'for traffic' so I went back out of managed descent to increase the rate of descent; planning to again switch to managed at 11;000 for the further crossing restrictions after EAGLL. At 11;000 I selected managed descent again. Between 11;000 and 10;000 (as the plane was slowing its descent rate in the transition back managed) ATC queried us if we were descending on the ANTHM 3. At that point both the PM and I noticed that there was a crossing restriction of 11;000 at ROKTT; two fixes after EAGLL. Unsure if we should climb back up to 11;000; ATC gave us a new clearance to maintain 10;000; then descend via the ANTHM 3. Personally; next time there is a confusion about a clearance I will stop all other tasks so I am not distracted. If necessary I will query ATC. Externally; ATC should not give confusing altitude clearances in a terminal environment with a high volume of traffic.




Synopsis: Air carrier pilot reported confusion attributed to not understanding ATC clearance; and ATC altitude changes from the procedure while on the ANTHM 3 RNAV arrival to BWI airport.
Date: 202012
Local time of day: 1801-2400
Location: ROA.Tower, VA
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ROA
ATC / advisory: Tower ROA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
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: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the pilot flying into ROA at night. We were at 6;000 abeam the airport on a left downwind for Runway 6. We were cleared for the visual approach and I asked for 3;000 feet to be set into the FCP (Flight Control Panel). I was aware there was a ridge we would need to cross on our left base turn; charted at 2;000 feet on the RNAV (GPS) Y approach plate. I planned to descend to 3;000 while turning base and turn onto final at HIVLU; charted at 2;700 on the vertical profile of the approach plate. I began a descent at 2;000 FPM just prior to turning base. On the base leg; I believe due to the rate of descent; a GPWS terrain warning occurred. I immediately increased the power; increased pitch; and arrested the descent. The warning stopped. The ridge was visible throughout the event and the aircraft did not descend below 3;000 until past the ridge and beginning a turn to intercept the final approach course. We continued and made a normal landing.Being unfamiliar with this approach I should have communicated my plan to the Captain and asked if he agreed. After landing we discussed the approach and he explained that we could have descended on downwind to 5;200; continued past the ridge; turned base at or just inside DIXXY; and then followed the descent profile on the approach plate. I agree with his assessment; that would have been a better course of action. In the future I will verbalize my intentions; particularly on approaches I am unfamiliar with; and have a discussion to collaboratively determine the best course of action.




Synopsis: Air carrier First Officer reported receiving GPWS alert during approach to land at ROA airport.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
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; Airport; Procedure
Primary problem: Human Factors

Narrative: I was conducting an instructional flight. We were getting ready to enter the runway. Advisory had advised there was an aircraft on final approach; although I don't remember exactly how far out the aircraft was. I remember hearing at least 1 mile.We did our visual check to look for aircraft on base and final before entering the runway; and did not see anyone on final. The view from where the departure end of the runway makes it hard to see low flying aircraft because it sits below a berm; and then there is a building not far from the edge of the berm.Because we did not see the approaching aircraft; and thought he was at least 1 mile out; we entered the runway and began the takeoff roll at which point the aircraft on final radioed that he was going around and executing a 180 degree climbing turn; and became very irate on the radio and requesting our tail number from Advisory so he could report us. Advisory told him that they were not responsible for aircraft separation; and gave him the number for Tower; and then I heard nothing else on the radio because we were well beyond the airspace for [the] airport.The traffic control system worked and we were advised about the aircraft; but having a less than desirable line of sight from the end of the runway to see low traffic was the cause of this incident.




Synopsis: An instructor pilot reported entering the runway to depart causing an arriving aircraft on short final to go around.
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
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: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Descending into ZZZ; scattered cloud deck around 4;300 feet. Winds gusty and variable out of the south over close terrain. Cleared for the visual approach from Center and started a left pattern for Runway XX backed up by the RNAV XX for reference. Terrain page active on CA (Captain) side MFD. On base turn; aircraft was still descending resulting in a level off at 1;000 feet while on base. Ground track was toward terrain even though in VMC. On base to final turn to line up with runway; 'Terrain; Terrain; Pull Up' sounded resulting in an immediate go-around per company procedures. Subsequent approach was conducted from the initial approach fix to runway XX resulting in a successful approach and landing.




Synopsis: EMB-145 First Officer reported executing a go-around after receiving a GPWS terrain alert on a visual approach.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
Result: General Declared Emergency
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Left thrust reverser deferred. Assigned a runway; wind approximately 170/17. [I] asked First Officer to request the longer runway if possible. Tower approved request and about 30 seconds later asked for fuel and souls on board. I stated this was in no way an emergency or a request for priority handling and can take any runway. Tower stated he was doing as told. I stated to ATC that we do not have an emergency. Landed uneventfully and taxied to the gate. Emergency equipment was called but I do not believe followed aircraft to gate.




Synopsis: Air Carrier inbound with Left Thrust Reverser deferred; was handled as a emergency by ATC when no such declaration was initiated by the flight crew.
Date: 202004
Local time of day: 1801-2400
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Workload; Troubleshooting
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While cruising at FL310; we were alerted to a L HYD ELEC PUMP message. We noticed the hydraulic quantity on the status page was rapidly decreasing and the L Electric Pump PRESS light on the overhead panel was flashing. The Left Autopilot was engaged; so the Pilot Flying engaged the Right Autopilot as I referenced the QRH. Within about 1 minute; we received the L HYD SYS PRESS; RUDDER RATIO and L HYD QTY messages. Hydraulic quantity on the left side indicated .11. We completed the L HYD SYS PRESS checklist and discussed our options as a crew and with [Maintenance Control]. Pressure on the left hydraulic system indicated 3;000 psi on the status page indicating that the PTU was operating normally and we could expect Flaps; Slats; Landing Gear and Nosewheel Steering to operate. ZZZ was VMC; dry runway and light winds- Runway XX (11;500 ft.) was selected. We [advised ATC] and continued on the filed arrival and a 10 nm base in order to land below 198K. We selected Flaps 1 on downwind to validate PTU operation and configured conservatively on the visual/ILS to Runway XX. We executed a Flaps 20 landing with light manual braking; right thrust reverser and exited on [taxiway] where we were inspected by CFR (Crash Fire Rescue). CFR did not note anything unusual and followed us to [Gate] for shutdown. Upon engine shutdown at the gate; a large amount of hydraulic fluid drained from the landing gear doors onto the ramp. CFR assisted maintenance with cleanup and Fire Marshall discussed [event] with crew.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B757-200 flight crew reported a hydraulic system failure that resulted in a precautionary landing.
Date: 202008
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Post-Landing
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [It occurred] during [the] landing roll [while] performing a wheel landing [with the] Instructor in [the] back seat [and the] student in [the] front. Upon reducing power and letting the tail come down to the runway and slowing down to clear Runway XX at Taxiway XX; the nose of the aircraft started to track to the right and we ended up doing a 180 degree turn near the intersection of Taxiway XY and Runway XX. [We] contacted Tower to continue [the] taxi and clear at Taxiway XX; [and] fire trucks met us at [the] aircraft once [we were] clear of [the] runway to check out the aircraft. We were cleared to taxi back to the Ramp under aircraft power. [There was] no aircraft damage and personal injuries.




Synopsis: Pilot reported a loss of control after landing as the aircraft ground looped.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Training / Qualification
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Due to the COVID-19 slow down our department has flown our aircraft every X weeks to keep the plane and crew flight ready for our corporation.  On this particular flight I the Captain; and the Second in Command were briefing the approach into ZZZ airport.  While briefing we were headed direct to ZZZZZ intersection for the ZZZZZ6 arrival.  The plane had not flown for two weeks and due to a cancelled trip I had not flown for 56 days.  The Second in Command had flown a trip 2 weeks prior to this flight.  On receiving the ATIS the approach advertised was different than what was usual and anticipated.  So we as a crew briefed the approach thoroughly (it was noted it had some updated information).  During this briefing I noticed we were below 10;000 feet; around 8;000 feet and traveling at 270 knots indicated airspeed.  Upon this observation I slowed the aircraft to below 250 knots.  The Controller never mentioned anything and there was no traffic noted on the TCAS or visually.  The procedure I should have done differently/better was to transfer control or to have the Second in Command brief the approach.




Synopsis: Corporate Captain reported a speed deviation and cited lack of flying during the COVID-19 pandemic as a contributing factor.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 3
Light: Daylight
Aircraft: LA-4 A/B Buccaneer
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Distraction; Human-Machine Interface
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying in IMC conditions for over an hour in the plane and had about 4 hrs more given the stronger than expected headwinds. I decided to land at ZZZ to refuel as it was reporting marginal VFR at the time. All around and further down my flight path things were IFR. When I informed ATC of my decision to land at ZZZ; they reported IFR conditions and I set up for the ILS.I have flown this plane in IFR conditions before but have not flown the ILS in it. I have about 17 years experience with flying IFR in other planes and am comfortable and current with flying ILS approaches; but not in this plane. During the approach; the Tower Controller got a low altitude alert which I was able to correct. The reason was my unfamiliarity with the ILS characteristics of this plane.




Synopsis: LA-4 A/B Buccaneer single pilot executing an instrument approach reported that Tower received a low altitude alert warning.
Date: 201902
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at FL300; with a previous malfunction causing the loss of hydraulic system 3; the aircraft had a FCC [Flight Control Computer] 2b and a DEU [Display Electronic Unit] #2 failure. The failures caused the autopilot to disengage; the throttles to retard to idle and the airspeed envelope to close causing an over speed warning. Pilot Flying immediately lowered the nose and advanced the throttles to prevent a stall condition. Aircraft lost approximately 1;000 feet prior to the pilot returning aircraft to its assigned altitude. Notified ATC of the situation and ran appropriate checklist to recover systems. We then requested clearance to return to ZZZ. On return; we [advised ATC] and dumped approximately 65;000 lbs. of [fuel] to bring aircraft below maximum landing weight. Captain made an uneventful landing to Runway XXR; we then proceeded to taxi aircraft to the [Company] ramp. Loss of multiple systems; FCC 2b; DEU (Display Electronic Unit) #2; Hyd (Hydraulic) #3 with multiple secondary alerts.




Synopsis: Air carrier pilot reported loss of multiple systems while in cruise.  Flight crew advised ATC and returned to departure airport.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Aeronca Champion
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Sport / Recreational
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Landing for the first time from the right seat; I realized I was low and slow on final. Added power to clear trees and reduced power again. Still low and slow; added power and airplane ballooned. Instead of correcting with the yoke; I reduced power. The airplane; already near stall speed; stalled and impacted the ground from about 30 feet in the air; resulting in a hard landing bending the right axle. No personal injuries.




Synopsis: The pilot was landing his Aeronca 65LA from the right seat for the first time; he got low and slow and then stalled at a reported 30 feet AGL.