elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 1801-2400
Location: P31.TRACON, FL
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
ATC / advisory: TRACON P31
Reporter organization: Government
Reporter function: Approach; Departure; Supervisor / CIC; Handoff / Assist
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Staffing
Primary problem: Staffing

Narrative: Last night there were two CPC's scheduled for the entire facility between XA:00 and XB:00. Between XA:00 and XB:00; we were able to staff one radar position for the entire airspace; with over 30 frequencies monitored. As they frequently do; itinerant squadrons of military aircraft arrived with no notice looking for practice approaches. We handled 59 aircraft operations on one scope; with one radar controller working the traffic; and the other working Hand Off; CIC; and Flight Data combined. We have recently suffered a decrease in staffing due to retirements and transfers; and facility management is apparently unwilling to use overtime to supplement staffing to a safe level. The increased Friday night traffic; mostly due to unscheduled and un-coordinated military operations occurs regularly; with no advanced notice. We managed to survive the hour with no operational errors or accidents; but it was not an efficient or comfortable operation. Fortunately; the late evening personnel were experienced veterans and not our newly certified CPC's.1. I have already asked the facility manager to reach out to local and itinerant military squadrons to provide us with more information about planned operations in the area. Someone has the information; and it should not be too difficult to share this information so the facility can staff properly for intended operations.2. Use overtime to properly staff the facility until staffing levels improve.




Synopsis: P31 Controller reports of traffic almost exceeding the abilities of the two controllers working everything combined in the TRACON due to staffing.
Date: 201502
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Flight phase: Cruise
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: In VMC at 4;500 MSL we encountered sustained moderate turbulence. During this time; we encountered an isolated incidence of severe turbulence; resulting in momentary loss of control; an altitude loss of approximately 200 feet; and the pilot and copilot striking their heads on the ceiling. There were no passengers on board. We were approximately 75 miles northeast of BIL.




Synopsis: C402 Captain experiences moderate to severe turbulence at 4;500 feet resulting in a 200 foot altitude loss.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Twenty seven minutes after takeoff the Number 1 Autopilot kicked off due to a loss of quantity and pressure in the Number 2 Hyd System. We accomplished all QRH items and continued to scheduled landing. The only additional item of note with the incident was a firm landing. I used the HUD 'flare command' very accurately but the resulting landing was harder than expected. With the loss of some Elevator Authority due to the loss of the Number 2 Hyd I am concerned that the feedback loop for the HUD display is only a mirror of the output from the FCC and not an accurate depiction of what the flight controls are doing. In other words I think the Elevator may have been operating at some reduced rate and the flare command was presenting accurate info for a fully operational Hyd System and Elevator; which we didn't have today.




Synopsis: MD11 Captain experiences the failure of the number two hydraulic system due to fluid loss. Flight continues to destination where a firm landing occurs. Reporter followed flight director flare command precisely and believes the system did not take into account the hydraulic failure and the resulting reduced elevator rate.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Sundowner 23
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: DC Generator
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was flying VFR. After takeoff I had an electrical issue in which I turned off all of my electrical equipment and reset the alternator. There is not an avionics master switch so the volume control on COM1 and COM2 will turn them off. The issue had been resolved and when I turned on COM1 I didn't turn the volume up. I made a straight in to runway 15 as the winds were reported calm in the area. I made a call on final and no one replied; didn't think much of it however when I was on short final there was another airplane on the runway (either aborted takeoff or backtracking) that was hidden in the tree shadows. I commenced a go-around at about 200ft and made left traffic. I discovered my volume issue and apologized but the other pilot did not reply; I think he was a little upset. This was my fault; I should have [done] a normal traffic pattern entry and would have had a better view of the airport and hopefully noticed I wasn't hearing the other traffic.




Synopsis: Beech 23 pilot reported a conflict with an aircraft on the runway while landing at a non-Towered airport. A go-around was initiated at approximately 200 feet AGL.
Date: 201704
Local time of day: 1801-2400
Location: STL.Airport, MO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class B STL
ATC / advisory: Tower STL
Second aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We were doing the ILS 11 approach into STL. We were cleared for the approach. There was no mention of 'caution wake turbulence'; but we were told of a regional jet landing parallel on Runway 12R a few minutes prior.  As we were descending from the FAF there was noticeable light turbulence. However; it all of a sudden became violent and caused the aircraft to roll into an uncontrolled 60 degree bank to the left! We overcame the incident and managed to recover just fine. The rest of the flight was uneventful.




Synopsis: C172 pilot reported a 60-degree bank resulted when wake turbulence from a regional jet landing on a parallel runway was encountered on approach to STL.
Date: 201405
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: When Aircraft X entered my airspace I issued the aircraft a vector for spacing and the pilot did not read back or acknowledge the clearance. A few seconds later I issued the vector again and the pilot read back the clearance. I immediately issued a code change and the pilot did not answer so I waited to see if the data block reflected the code change and it did not. I reissued the code change and the pilot verbally acknowledged. I then issued an altitude clearance to Aircraft X and the pilot never acknowledged. I then called Aircraft X to see if the aircraft was still on frequency and the pilot acknowledged so I reissued the altitude clearance and the pilot read back the clearance. I then advised Aircraft X I have called him twice with every clearance except the last one and that was three times. He never acknowledged.ZLA has had a problem with these pilots not listening to the radio and not acknowledging clearances on the first call. This unnecessarily increases controller workload and needs to be addressed. I have heard that this company has ATC communications on speaker in the cockpit. This might be contributing to missed calls.




Synopsis: ZLA Controller reports of possible company problem with a particular airline not answering calls in a timely manner.
Date: 201410
Local time of day: 0601-1200
Location: ONT.Airport, CA
Flight conditions: VMC
Light: Dawn
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class C ONT
ATC / advisory: TRACON SCT
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Human-Machine Interface
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Automation Overrode Flight Crew; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: SoCal Departure deleted the 7;000 foot hold-down at the POM VOR and cleared us to climb to 14;000 feet. The pilot not flying spun 14;000 in the MCP since I had not yet engaged the autopilot. Neither of us remembered to delete the 7;000B in the FMC. At approximately 6;000 feet; I engaged the autopilot and VNAV; respectively. At 7;000 feet; the aircraft began to level off (and accelerate since [we had no auto thrust]. I disengaged the autopilot and raised the nose to resume the climb. During this sequence; the airspeed accelerated to approximately 275 KIAS below 10;000 feet. When the aircraft slowed to 250 KIAS; I re-engaged the autopilot and VNAV; respectively and flew the rest of the leg uneventfully. Habit patterns of adjusting the MCP and FMC before confirming that a clearance has been complied with.


Second narrative: Climbing out at 250 knots on the POMONA 7 SID with VNAV and autopilot engaged. Flight was cleared for an unrestricted climb to 14;000 feet. We failed to remove the 7000 FT restriction at POM from the FMC and the aircraft started to level off. As it started leveling off; the aircraft accelerated to 280 knots due to not reducing the throttles from climb thrust. The pilot flying changed modes to Vertical Speed and reduced power after the pilot not flying called out the speed deviation. Airspeed was reduced to 250 knots and VNAV re-engaged after deleting the POM alt restriction of 7000B.


Synopsis: B737-300 flight crew reports exceeding 250 knots below 10000 feet when ATC deletes a crossing restriction on the POMONA7 SID and the crew dials in the new assigned altitude on the MCP but forgets to delete the restriction in the FMC. The aircraft attempts to level off for the restriction and accelerate above 250 knots due to inoperative auto thrust.
Date: 202104
Local time of day: 1801-2400
Location: CFO.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D CFO
ATC / advisory: Tower CFO
Second aircraft: Military
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Distraction
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared to depart CFO on Runway 26 right after a Aircraft Y performed a touch and go. In our takeoff roll we were just accelerating through 60 knots when we encountered wake turbulence that caused our right wing to lift and the aircraft to veer left. I was immediately able to correct the deviation and continued the takeoff normally. However my passenger had very little flying experience and was very startled by what happened and asked me lots of questions as we climbed out. I always have a very clear sterile cockpit rule in the airport environment but with my passenger's anxiety I incorrectly chose to address it immediately rather than delaying my answers till we were clear of the airport environment. While I was doing this I thought that I was clear of the 7;000 foot Class B shelf and was under the 8;000 foot Class B shelf so I continued my climb. The Tower Controller contacted me and told me that I was about to enter the 7;000 foot shelf of the Class B at which time I immediately stopped my climb and initiated a descent. However the airplane did reach an altitude of 7;200 feet before it descended.




Synopsis: BE-35 pilot reported an airspace incursion resulted after being distracted by a wake turbulence encounter departing CFO.
Date: 202104
Local time of day: 1201-1800
Location: ROA.Airport, VA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ROA; Class E ZOB
ATC / advisory: TRACON ROA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While on approach to Runway 24 at ROA we received an EGPWS caution for terrain appeared. An EGPWS caution for terrain appeared along with an audible terrain. ROA Approach assigned an altitude of 4;000 ft. prior to clearing us for the visual approach 24. Setup to intercept final approach course south of HIBAN intersection and north of WUDAG. While on base leg with gear retracted a ground proximity warning caution appeared and disappeared immediately. A climb was initiated to comply with caution and message disappeared we presumed it was erroneous. The descent rate was arrested right as the message disappeared. Visual approach separation from all terrain was constantly maintained. Request full RNAV approach day or night to Runway 24 and ensure Roanoke Approach provides an adequate vectoring altitude.




Synopsis: Air carrier First Officer reported receiving a Enhanced Ground Proximity Warning on arrival into ROA airport.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
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
Human factors: Communication Breakdown
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: The Captain was the pilot flying and I was the pilot monitoring.  During our visual approach into ZZZ the crew momentarily over sped the flaps going from flaps up to flaps 1. I was the pilot monitoring and when the pilot flying called for Flaps 1 I queried him that the speed was too fast.  The pilot flying ensured me it was OK to select flaps 1.  From there I selected flaps 1; the pilot flying and I both realized we should not have selected flaps 1 at that speed and I quickly retracted them. However; the master caution light did illuminate. Maintenance was notified; a write up in the book was performed and signed off after a visual inspection.Both the Captain and I had not flown in over a month. Although we discussed this in our threats brief; our recency of experience was a contributing factor.  I needed to be more assertive when I saw we were too fast for the requested configuration.  Rather than using an informal query; I should have used a hard 'check speed' call and waited for us to agree on the speed before I moved the handle.




Synopsis: Air carrier First Officer reported momentarily overspeeding the flaps while configuring for approach.
Date: 201306
Local time of day: 0001-0600
Location: SJC.Tower, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class C SJC
ATC / advisory: TRACON NCT; Tower SJC
Second aircraft: Regional Jet 900 (CRJ900)
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I observed Gulfstream V begin an early turn on the SJC9 departure procedure from the CD/FD/CIC position when the Local Controller spoke up and brought it to the attention of everyone in the Tower cab. Gulfstream V climbed Northbound directly toward CRJ900; the preceding departing aircraft. The Local Controller notified the TOGA (Departure Sector) Controller over the landline after the early turn was observed; without response. The two aircraft passed very close to each other because of the failure of Gulfstream V to comply with the SJC9 departure procedure. Vigilance and immediate coordination when aircraft are observed conducting unexpected flight operations that jeopardize safety of flight.


Second narrative: On departure from San Jose Runway 30 right on the SJC9 departure we were told by ATC that we turned prior to 1.8 DME and there could have been a pilot deviation. Both VOR's were tuned correctly and the FMS was programmed correctly. We turned when we were over the FMS point and 1.8 DME. We flew the departure correctly by hand and turned to a 110 heading at the proper point. We did have a rapid accent due to being empty and we were out climbing the aircraft ahead of us. We had a visual on that aircraft the entire time! ATC climbed the aircraft ahead of us to 7;000 feet and we stayed on the departure altitude assigned of 5;000 feet. We then switched frequency and were told to call ATC. Suggestions; don't know? The pilot flying turned at the correct point. We were climbing at a very good rate and therefore we were out climbing the other departing aircraft and it alarmed ATC. We were VFR and always the aircraft in front of us in sight.


Synopsis: SJC Controller observed an apparent early turn by a corporate jet off Runway 30 assigned a SJC9 SID resulting in a conflict with a previous departure aircraft.