elihoole/asrs-aviation-reports huggingface dataset:
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class G ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Time Pressure; Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Me and my copilot were flying VFR northbound. I got a Traffic Advisory on my GPS and saw the advised traffic southbound along the coastline in front of me at the same approximate altitude. I then deviated to a lower altitude. I was focused on the deviation from the traffic and I lost altitude and went to around 100 ft over the water. Once I felt we were safe and clear from the southbound traffic I climbed back up to our altitude that we were originally cruising at.


Second narrative: My Captain and I were flying a part 135 cargo mission at 1;000 ft AGL; in daytime; VFR conditions. At one point in the flight; while I was performing pilot monitoring duties; my Captain called out a visual traffic alert; and placed the aircraft in a rapid descent. He lost track of altitude and I alerted him of his deviation. At approximately 100 ft AGL he recognized his mistake and immediately pitched the aircraft up to regain his altitude. On previous flights with this same Captain; I've had to repeatedly warned him of his altitude as he would regularly become unaware and deviate. No personnel injury or property damage came as a result of this action.


Synopsis: Air taxi flight crew reported a rapid descent to avoid traffic that resulted in a low altitude situation.
Date: 201811
Local time of day: 0601-1200
Location: HTS.Tower, WV
Flight conditions: VMC
Light: Dusk
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class D HTS
ATC / advisory: Tower HTS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Procedure; Chart Or Publication
Primary problem: Ambiguous

Narrative: [During] approach; RNAV RWY 30 HTS in VMC night conditions; [we received a] terrain caution. [Position was] approximately 2-3 nm from HIBTI; our altitude was 2;200 feet descending to 2;100 feet. At the same time the Tower gave us a 'low altitude alert; check your altitude'. The escape maneuver was initiated; but almost immediately; the terrain caution stopped and we were able to finish the approach.EGPWS Caution; Tower low altitude alert.Started escape maneuver; almost immediately terrain caution stopped. At this point; we were able to continue a stable approach. We were in VMC conditions night with runway in sight at the time of this occurrence. The RNAV approach was being accomplished due to the GS out LOC only 30 was other option. After a discussion with other crew members about the terrain caution; I was told that that caution on that approach was a normal occurrence; due to a rise in the terrain in that area or possibly the Tower that is just slightly south of the final approximately 3 nm from HIBTI. We need to investigate this approach and also the LOC 30 approach and if needed the approach procedure should be changed.




Synopsis: EMB-145 Captain reported a GPWS terrain warning and an ATC low altitude alert on a night visual approach to Runway 30 at HTS.
Date: 202003
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out of ZZZ; FO (First Officer) was PF (Pilot Flying) and experienced a runaway trim and speed trim failure annunciation light. Ran the QRH for both checklists. Contacted dispatch and was told to continue to ZZZ1. Asked for Dispatch to include [Maintenance] in discussion. While waiting for them to get back to us; the FO and I determined the best course of action was to return to ZZZ due to weather and terrain . We advised ATC and started back towards ZZZ. I briefed the flight attendants without preparing the cabin for evacuation. On approach FO continued to fly while I assisted with manual trim. Normal landing and taxied to gate to debrief with Maintenance. After talking with ZZZ [Chief Pilot] elected to discontinue the rest of our flying for the day.




Synopsis: B737 Captain reported an air return due to a runaway trim and speed trim failure.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Taxi
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; MEL; Staffing
Primary problem: Aircraft

Narrative: Had First Officer shutdown engine Number 1 on taxi in. When generator Number 1 turned off. Had an AutoTranfer fail. Aircraft lost all electric power. APU was deferred. It was a previous write-up. APU was on the earlier write-up; available and the transfer switch was deferred previously.We refused ship X after speaking with Maintenance Control and Sector Manager agreed it was not good. Found out later that ship X was also refused by another crew.The company continued to swap crews until they found a crew to accept this aircraft. This aircraft had many deferred items that conflicted with each other with the APU; and company had several mechanics trying to figure out why the APU had many different deferrals.The company needs to fix aircraft and not continue to put them in operation. Multiple deferrals only put crews in bad situations. It also creates more problems when weather is bad and more systems fail. With more deferrals and the company 'pushing' on time departures. Some of the deferrals are being overlooked. Company needs to keep changing crews to a 'broke' aircraft until they find a crew to take one.I will tell gate agents to wait until Captain makes sure the aircraft is safe and able to serve its paying passengers. Will also make sure that an aircraft is refused by any crew; that the next crew will be advised why it was refused.




Synopsis: CRJ-200 Captain reported conflicting deferrals on their aircraft which eventually led to a total loss of electrical power when generator 1 was selected off after landing.
Date: 201606
Local time of day: 1201-1800
Location: RKSI.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Aircraft component: ACARS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Relief Pilot
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight; Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Due to extensive problems with AERODATA; no weight and balance and an inoperative SATCOM; we were finally able to get the takeoff data that we needed. After we had blocked out and started to taxi for 15R; ramp control advised us of a runway change to 33L. We then told ramp control that we needed to hold our position. The parking brake was then set. We tried SATCOM again several times. Trying to avoid a return for communication problems; the International Relief Officer offered to call the company on his cell phone and the captain agreed. He called the company and got the necessary takeoff data to safely continue the flight. We departed uneventfully. After a few minutes at cruise altitude; the topic of use of the cell phone came up and as a crew decided to file a report because it was a violation of the FARs and FOM procedures.


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


Synopsis: MD-11 Flight Crew reported inability to obtain revised takeoff data after a runway change due to ACARS and SATCOM outages. Eventually a personal cell phone was used to contact Dispatch for the necessary information. After takeoff the crew questioned whether a cell phone should have been used after block out.
Date: 201503
Local time of day: 1201-1800
Location: BOS.Airport, MA
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BOS
ATC / advisory: Tower BOS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Weather at BOS reported as 10 sm visibility in light rain with ceiling at about 1000 feet. I briefed the runway 4R Category 1 ILS approach with a DH of 218. The runway has a displaced threshold and I briefed useable length as 8851 feet. I planned flaps full with auto brakes low. As we started the approach the weather began changing rapidly. Rain turned to snow and visibility started decreasing. ATIS updates were coming out every couple of minutes. We were switched to tower and advised the RVR was 2800 and there was a ship in the harbor with a height of 144 feet. On short final the controller advised the height of the ship was actually 148 feet. Very shortly afterward I picked up the approach lights and runway visually and executed a normal landing.I knew the runway had a displaced threshold to account for ships in the harbor and this is why I was not concerned with the tower controller's report. However; I was mistaken. After arrival at the gate; I again reviewed the approach chart and discovered that I had failed to brief the approach restrictions with ships in the harbor and particularly those with a height exceeding 144 feet. I was focused more on the changing weather and getting the aircraft on the ground and disregarded the controller's information.




Synopsis: An A319 Captain reported he failed to properly brief applicable approach restrictions due to ships in the harbor on an approach to BOS runway 4R.
Date: 201207
Local time of day: 0601-1200
Location: JST.Airport, PA
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower JST
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Human Factors; Environment - Non Weather Related; Airport
Primary problem: Ambiguous

Narrative: I was taxiing out for takeoff from the local FBO ramp to Runway 23 via Taxiway Echo. I had the taxi diagram plate on my lap to make sure I was going the right way. However; as I approached the approach end of Runway 23; I had inadvertently passed the hold short line on Echo. I stopped as soon as I realized this; maybe about 20 FT past the hold short line. After a quick cockpit pre-takeoff check; called the Tower. I informed them that I was holding short of 23 but thought I had crossed the hold-short line. The Tower verified that I had crossed the hold short line; but had mentioned that it happened on occasion; and cleared me for takeoff. I think I had not anticipated that the hold short line would be so far away from the approach end of the runway. Because of the geometry of Taxiway Echo leading to Runway 23; it is probably about 100-150 FT from the turn onto the runway. I can't remember if I was performing cockpit/instrument checks as I approached the hold short line; but remember looking up to see the markings pass by. The AFD does not mention anything unusual about the placement of the hold short line for 23 on Echo. If the Tower Operator was accurate in saying that it happens often; I think it might be prudent to state this in the AFD. Even though it is the pilot's responsibility to make sure he/she does not cross the line without ATC permission; I think it would be a good preventative measure to give pilots a heads-up regarding the unusually far distance that the plane needs to be from the approach end. I was not prepared to see the lines so far away; even though I had the taxi diagram in front of me.




Synopsis: A pilot reported a JST Runway 23 incursion on Taxiway E because he did not expect the hold short line to be at such a great distance from the Runway threshold.
Date: 202105
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: G2 Heritage (Glasair II) / G3 Heritage (Glasair III)
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: SR22
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Near miss with SR22. Non local SR22 was sightseeing around ZZZ area with ADSB turned off.This non local SR22 was seen on initial arrival on ADS-B traffic on GLSP's (Glasair's) instruments. On another flight returning to airport GLSP made appropriate radio calls and observed no traffic on ADSB within 10 mile. 1;000 feet AGL turning downwind a very close miss with the same SR22 (verified by observation of subsequent landing). Situation observed too late to apply effective evasive maneuver.SR22 had turned off ADS-B instrumentation to avoid detection from low flight. During the observed portion of flight SR22 broke no altitude restrictions however turning off ADS-B broadcast compromised flight safety in this sparsely populated area.FAA should remind pilots that ADS-B is for safety not for enforcement; and is especially effective in avoiding midair collisions.




Synopsis: Pilot reported an NMAC with a Cirrus in the landing pattern.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: MD-82
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: APU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After push back from our gate at ZZZ; we started the left engine. The left generator failed to come on line; so we were towed back to the gate and advised maintenance of our problem. Maintenance placarded the left engine generator per MEL and we were dispatched with the APU generator and the right engine-driven generator. After approximately one hour of flight; at FL290; the APU flamed out leaving us with only one generator. [ATC was advised] and we diverted to [a suitable airport]. The cabin crew was briefed and a PA was made to the passengers. The QRH was performed; and an attempt to start the APU was made. We were unable to restart it. After an uneventful landing [we] taxied to the gate.


Second narrative: As soon as the APU shut down; we both knew where we were diverting to; and what steps needed to be accomplished to configure the aircraft. The only workload left to be done was fly the aircraft; coordinate with the cabin crew; and coordinate with ATC.


Synopsis: MD-82 flight crew reported diverting to a suitable alternate when the APU failed after being dispatched with the left generator inoperative.
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During visual approach; we were extending flaps on schedule when trailing edge flaps stopped extending between position 1 and 2. This caused an ECAM. We executed a go-around to perform SOP's and run QRH checklist. We declared emergency with Tower; and requested the emergency equipment to standby for our return and landing. Due to a minor reroute; weather deviations; higher than planned cruise altitude (for weather avoidance); change to our star; we were also faced with a minimum fuel issue. We were somewhat forced to rush the checklist so we could return without causing an emergency fuel situation. First Officer completed checklist; but we did not have time to contact Maintenance Control or Dispatch prior to landing due to having to set priorities to prevent an emergency fuel situation. All SOP's and checklists were performed prior to subsequent approach and landing. Landing was at a higher than normal approach speed; and a higher than normal nose up pitch due to partial trailing edge flaps. Uneventful landing was made [and] we were able to taxi to the gate on our own; where we were met by local Maintenance. Fuel at touchdown was at FAR minimum; 3;500 LBS. Dispatch; flight managers; and Maintenance were debriefed by myself and First Officer upon arriving at the gate.




Synopsis: A319 Captain experiences stuck flaps between position 1 and 2 during approach and goes around. QRH procedures are complied with expeditiously due to a low fuel situation and a partial flap landing ensues.
Date: 201907
Local time of day: 1201-1800
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Parked
Reporter organization: Personal
Reporter qualification: Maintenance Airframe; Maintenance Powerplant; Maintenance Inspection Authority; Maintenance Avionics
Human factors: Communication Breakdown; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Maintenance
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I am the shop owner and inspector. One of my mechanics was involved in installing an audio panel in a Cessna P210N. He was having difficulty getting the cabin speaker to work; so I advised him to run new wiring to the cabin speaker. There were four wires to the speaker; I advised him to remove those wires and secure them and connect new wiring from the audio panel to the speaker. After completion of our work; the aircraft owner was on a flight and experienced an alternator failure (which was determined to be due to a failed alternator ground wire unrelated to the work we performed). While the aircraft was being repaired at a shop at the destination airport; the facility found the gear warning and stall warning horns were inoperative. I advised the aircraft's manager that I thought the gear/stall warning system was unrelated to the work our mechanic performed. After speaking with him; I remembered the four wires; and pulled the schematic to the Cessna P210N. I realized at that point the system does indeed use a portion of the cabin speaker for stall warning. I am working with the mechanic at the airport where the plane is located to rectify the situation and get the gear warning repaired. Even though I didn't actually perform the work in question; I did give the bad information. I also signed off on the major alterations on this aircraft with my IA (Inspection Authorization) certificate; so I am responsible. The lesson I learned from this event is not to assume I know the systems; but to pull the schematics and look when performing an alteration. Thankfully; no one was hurt and no damage occurred to the airplane.




Synopsis: Aircraft Inspector provided erroneous information to Maintenance regarding repair of aircraft.