elihoole/asrs-aviation-reports huggingface dataset:
Date: 201605
Local time of day: 1801-2400
Location: S46.TRACON, WA
Flight conditions: VMC
Aircraft: Challenger 300
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D BFI
ATC / advisory: TRACON S46
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: Working satellite sectors combined; moderate workload and volume; relief briefing in progress. As I vectored Aircraft X on a base leg heading for the ILS approach; I noticed VFR traffic just northeast of the aircraft's localizer climbing through 2000 feet. As VFR aircraft in this area often conflict with our IFR arrivals; as soon as I noticed the target I issued Aircraft X a heading of 130 to parallel the localizer until the traffic was clear. Aircraft X cleared the traffic and was reissued a heading to join and an approach clearance. Aircraft X subsequently landed without incident.This is another report of a continued problem within our airspace. Please reference my previous reports.Something needs to change. The VFR aircraft are transiting a very narrow; busy corridor of airspace and are doing so without any communication with ATC. It is simply unsafe. The VFR aircraft in this area at the very least need to be in communication with ATC so that we can assign; as necessary; altitude restrictions ensuring the safety of all the aircraft involved. The solutions are not hard and while they are potentially more restrictive to VFR aircraft the bottom line is that what happens day in and day out in that airspace as it exists and operates now will eventually result in a very bad accident.




Synopsis: S46 TRACON Controller reported an aircraft being vectored for an ILS Approach had conflicting VFR traffic climbing through the localizer course. The Controller had to vector the ILS aircraft off the approach to maintain separation.
Date: 201402
Local time of day: 0601-1200
Location: CAK.Airport, OH
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C CAK
ATC / advisory: Tower CAK
Aircraft component: Flight Director
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On approach into CAK I selected approach mode on the flight director but it somehow went to roll mode and I missed it. I had begun the approach high and allowed the workload to overwhelm me; thus missing the roll mode indication. While correcting back to the localizer I allowed the aircraft to descend below the glideslope. As I began to climb Tower advised us of a low altitude alert. Once on the glideslope we continued the approach and were stabilized by 1;000 FT. Landing was uneventful.




Synopsis: When the Captain of a CRJ-700 inadvertently selected roll mode vice approach mode after being cleared for an ILS the aircraft descended below the glideslope and triggered a low altitude alert from the Tower.
Date: 202201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZZ
ATC / advisory: TRACON ZZZZ
Aircraft component: Horizontal Stabilizer Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending into ZZZ we started to smell a hot electrical smell. As we descended on the arrival the smell did not go away and the stab trim started trimming 2 rotations nose down; two rotations nose up. The trim always returned back to its original position. Once we configured flaps 5 the aircraft stopped trimming. There was no abnormality to the way the aircraft was flying. We did not exercise Priority Authority and landed without event. We wrote up issue up and explained to the mechanics what had taken place.




Synopsis: B737-800 Captain reported an electrical smell in the cockpit during descent. The Captain reported the stabilizer trim began to make uncommanded trim inputs until flaps were lowered to 5 degrees. The Captain elected to continue the approach to landing.
Date: 201601
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B737-800
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)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after reaching our cruising altitude; the Captain noticed an imbalance between the main tanks and he corrected the situation. About 30 minutes later; we noticed we were using more fuel out of main tank 1; creating an imbalance between the main tanks again. When we rechecked the fuel burn; we noticed we over-burned our fuel by 800-1;000 LBS. The captain (PM) contacted Maintenance and the Flight Operations Duty Officer (FODO) to determine if our issue was due to faulty gauges or an actual fuel leak. We could not confirm the actual fuel leak and we all agreed it was the best option to continue on to our destination with [nearby airports] as alternates. We landed uneventfully with 5;300 LBS of fuel. When we taxied onto the gate; one of our mechanics signaled us to shut the engines. The mechanic informed us there was a visible fuel leak from the number one engine. We deplaned without incident and later continued on in a new aircraft.




Synopsis: B737-800 FO reported that after an abnormal inflight fuel burn the Mechanic on the ground at the gate noticed a visible fuel leak.
Date: 201910
Local time of day: 1201-1800
Location: DFW.Airport, TX
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Other Maintenance
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Taxi to gate from hangar. Taxi into gate with the use of the Auto Park/ DGS (Digital Guidance System). DGS indicated feet to stop point; after it reached 11 ft. it suddenly went to stop and then displayed too far. When departing aircraft observed that nose wheel had gone past the stop point by approximately 3 ft.The guidance system is unreliable and could cause damage/harm to aircraft; personnel; and equipment. Must be out of calibration that it displayed 11 ft. and then suddenly stop / too far. Prior to the 11 ft. the system was indicating count down of feet normally. Calibrate the DGS system on a schedule and inspect for calibration.




Synopsis: Aircraft Technician noted guidance system used to marshal aircraft into the gate is unreliable.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Windshear; Turbulence; Rain; 3
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: While taxiing out departing ZZZ; ATC advised that a Lear Jet had just reported moderate turbulence along our route.  We acknowledged and briefly discussed the topic and after looking at radar; decided we were safe to depart since our returns showed only moderate rain. After take off and while climbing through 2;000 ft to level at 3;000 ft.; we encountered severe turbulence. The aircraft was at 230 knots and began to shake rapidly and violently.  Items in the cabin that were not secured moved about freely and our passengers voiced concern. I reduced power to idle to attempt to slow to maneuvering speed as the airplane violently became marginally controllable. We were assigned a level off at 3;000 ft.; however; this seemed an unlikely event as I had tried to level from our turn and pushed forward on the elevator; but the plane continued to climb at idle power with the elevator forward.  When we recovered; we were at 3;900 ft and immediately began our descent back to 3;000 ft as we advised center. The radar only painted green returns and although yellow returns were also adjacent to us; we were at least 10 miles from any of those yellow returns. We were given climb instructions as we leveled at 3;000 and given a controller change.  As we climbed and began to top some of the clouds 9;000 feet we encountered a similar event in essentially clear air just at the tops of the clouds in level flight. Again; I reduced power to idle and tried to maintain wings level and altitude; but the aircraft was only marginally controllable and violently being pitched and rolled. Both events lasted approximately 10-20 seconds and we then reported both events to ATC center as severe turbulence.  Again; radar showed nothing significant on our second encounter.  Once on the ground; the aircraft was inspected for damage and none was found.




Synopsis: Flight Crew flying CE-525 aircraft report severe turbulence after takeoff.
Date: 201906
Local time of day: 0601-1200
Location: AVQ.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class G AVQ
ATC / advisory: CTAF AVQ
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: The following occurred at AVQ. It involved two aircraft: Aircraft X (me) and Aircraft Y (student solo). My student and I were flying the GPS 21 practice approach; circle-to-land Runway 12 at AVQ. Aircraft Y was inbound for a landing; planning on making a 45 degree entry to the left downwind for Runway 12. We passed below Aircraft Y by approximately 800 feet while over the highway about 3.5 nm northeast of the airport. We were between the FIMTU and DUYED way point on the approach and Aircraft Y was southbound towards the Cement Plant VFR way point. Both aircraft reported the other in sight and planned for Aircraft Y to follow behind [us] when making their entry. Both aircraft reported entering the downwind at the same time. [We were] at circling minimums; 2640 feet MSL. On TIS (Traffic Information Service); Aircraft Y appeared to be at the same altitude. Aircraft Y reported having [us] in sight and slightly above and behind; and planned to extend downwind to make proper spacing. We reported starting to make a base turn early to help with spacing. As we began the turn towards base; we saw Aircraft Y at the same altitude approximately 100-200 feet directly abeam us to our right. I took the controls from my student and continued the turn towards the base as Aircraft Y turned right and reported that they were exiting the pattern to try again. Aircraft Y reported unsuccessfully entering the pattern again as we completed our touch-and-go. As we were departing the traffic pattern; Aircraft Y reported to be maneuvering again to try and enter the traffic pattern. Aircraft Y did not identify as a solo student until after the near miss when queried by the CFI on Aircraft X.




Synopsis: C172 flight instructor reported a traffic pattern conflict with a solo student pilot at AVQ; a non-towered airport.
Date: 201909
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: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was flying with a CFII doing a bi-annual on a RR (Round-Robin) between ZZZ and ZZZ1. We departed ZZZ1 flying direct to ZZZ at 1700 foot. Note that we departed ZZZ with 3.5 hours of fuel. Shortly before the midpoint of the return leg the engine suddenly/instantaneously was running rough. The CFII immediately asked for the controls and I granted them. We tried carb heat; switched the mags. The engine continued to run with a max RPM estimated at 1200. Applying throttle would cause the engine to immediately lose RPM and begin windmilling. We were in a rural area with no close airports and the CFII made the correct decision to set the plane down instead of trying to nurse an engine with 1/4 power. We had a few field options; chose one and set down with no issues for the passengers or aircraft.




Synopsis: C172 pilot reported engine operating at low power resulted in an off airport landing.
Date: 201306
Local time of day: 1201-1800
Location: BWI.Airport, MD
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: This is the third write up for this particular issue. I have seen this issue almost consistently over the last nine years. The glide slope for ILS Runway 10 at BWI oscillates up and down. It is very noticeable very far out (more than 20 miles). As you get closer the total deviation is smaller (approximately one 'dot' amplitude cycle every one second at around 12 miles). However; even lined up with the localizer; the deviations are still apparent and the flight director's command nose up and down movements in sync with the glide path. Had we had the autopilot on; it would have moved the nose up and down and probably would have kicked the autopilot off. It's as if there is a harmonic effect from interference; or an installation problem; or maybe something emitting near the airport that affects the glide slope. My big concern is that this approach is the only CAT II/III approach at BWI; and is frankly unusable as a CAT I ILS. I certainly don't trust it. BWI used Runway 33L ILS approaches the vast majority of the time.




Synopsis: Air Carrier landing BWI experienced glideslope oscillations while on the ILS Runway 10 approach.  The reporter noted this anomaly had been experienced on a number of other occasions.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Communication Breakdown; Distraction; Situational Awareness; Human-Machine Interface
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: After a lengthy delay of 4 hours in ZZZ1 due to weather and COVID in ZZZ we departed and the flight was normal and uneventful until descent on the ZZZZZ STAR into ZZZ. I was PM; so I was on the radio and ZZZ Center gave us cross ZZZZZ1 [Intersection] at 11;000 and 250 knots. I repeated the clearance then verified it with my Captain who began putting it into the MCDU and set 11;000 in the altitude selector. I glanced down and confirmed and then returned to looking for ice buildup. Within a half mile of ZZZZZ1 ATC called and re-cleared is to descend and maintain 11;000 and maintain 250 knots. I repeated the new clearance and then my Captain and I noticed that our initial clearance for ZZZZZ1 was inadvertently selected on the next fix ZZZZZ2 which is 7 miles from ZZZZZ1 and has 11;000 feet restriction on the STAR. While there was an error I do not believe an FAR was violated because ATC was diligent and noticed we were not going to make the assigned restriction and re-cleared us before the restriction. Furthermore when I apologized to ATC they said no worries have a good night and they shipped us to the next Controller. I believe this could have been avoided if my Captain and I spent an extra second looking at the MCDU before ZZZZZ3 it. I believe factors that played into this were two long legs with a 4 hour delay in ZZZ1. To reiterate I do not believe an FAR or clearance was violated; but it was close so my Captain and I decided to write a report.




Synopsis: Air carrier First Officer reported not making a crossing restriction during descent.
Date: 201905
Local time of day: 1201-1800
Location: IAD.Airport, DC
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAD
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Potomac Approach cleared us for the visual approach to 19C and gave us instructions to descend to 7;000 feet. The Autopilot was in use and the aircraft descended to 7;000 feet. Alts Capped message appeared. I started to sequence the approach in the FMS. After 2 seconds I looked up and I saw the preselect altitude indicator flashing amber and we were at 6;700 feet. I put the airplane in VSI climb mode. A second later ATC transmitted a low altitude alert call and gave us the altimeter setting. I replied we are correcting. In a few seconds the aircraft leveled at 7;000 feet again.After talking it over with the First Officer we came to the conclusion he may have accidentally pressed the VSI mode instead of the NAV mode. When I saw that we were 300 feet below the preselected altitude I did not turn off the Autopilot and used the VSI mode to climb back up to 7;000 feet. The whole event must have taken about 5 seconds. The other option would have been to turn off the Autopilot and maybe the correction could have been quicker.




Synopsis: Air carrier Captain reported a drop in altitude on approach; catching it and getting an alert from ATC.