elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Was kept fast by ATC; and while configuring for landing; inadvertently had a 5 knot flap overspeed when selecting flaps 3.A little tired.  Accepted an ATC clearance to keep our speed up too long. Recent return to flying after 6 month absence.I will feel free to tell ATC 'unable' in such scenarios in the future.


Second narrative: Was kept fast and high by ATC. While configuring for landing; had an inadvertent 5 knot overspeed while selecting flaps 3.Saw speed reducing below the threshold speed; and lowered flaps; but should have waited for speed to be 10 knots below.Will tell ATC unable if presented with a similar scenario.


Synopsis: Air carrier flight crew reported a flap overspeed issue on initial approach.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed ZZZ for ZZZ1. The climb mode was set to E-CLB. At approx 12;000 feet; I decided to engage max con thrust to climb over weather. Soon after; a pop or bang was felt / heard and the aircraft yawed to the left. The EICAS indicated ENG 1 OUT. Both me and the First Officer (FO) acknowledged the message and I called for the QRH. I received priority from ATC and requested to level off. I maintained the current heading and slowed so that me and the FO could assess the situation. Soon after; we requested a turn back to ZZZ with ATC. As we descended toward ZZZ; we ran the ENG OUT QRH and; after making sure all indications were green; we attempted an APU assisted restart. N2 did not rise above zero. Restart was abandoned and we secured the inop engine and prepared for a one engine inop landing. I spoke to the Flight Attendant (FA); explaining that we had suffered an engine failure and that we would be landing in approx 7 to 10 minutes back in ZZZ and to prepare for a normal landing. I also made an announcement to the pax with the same information. At 5;000 feet; a few miles south west and visual with the airport; we entered a visual hold; maintaining separation from a few weather cells in the vicinity; to finalize setup; checklists and briefs for a visual approach backed up by an RNAV to RWY XX. When ready; we asked for direct-to the final approach fix and executed the visual app. Once on the runway; emergency vehicles followed us to check for smoke or flames. I spoke to the FA to make sure everyone was OK. Both me and the FO made announcements letting the pax know what was happening. After it was ascertained that there was no fire threat; we organized a gate with ops and taxied to it.




Synopsis: EMB-145 First Officer reported they felt and heard a bang followed by EICAS message Engine 1 Out; causing the flight crew to shut down #1 engine and make an air turn back to a precautionary landing.
Date: 201509
Local time of day: 1201-1800
Location: C90.TRACON, IL
Light: Dusk
Aircraft: Challenger 300
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ORD; Class C MDW
ATC / advisory: TRACON C90
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Inbound to MDW; level at 4;000 feet ATC cleared us to intercept the localizer; and cleared us for the ILS 31C approach; maintain 210 knots until RUNTS. Knowing that on the glideslope we would descend to an altitude below Class B airspace prior to reaching RUNTS; Second In Command queried ATC 'so you are requiring us to maintain 210 knots below the Class Bravo airspace?' The immediate and terse answer was 'yes; maintain 210 knots' as instructed. A second voice came on the radio and said 'everyone on the frequency stand by'. We slowed to 200 knots prior to descending below 3;600 feet as required by FAR 91.117 (c). This has to stop! Unless there is an emergency; ATC cannot require us to violate this FAR. They are placing us in a very nasty position; where we are made to feel like criminals for obeying the law. Either change the Bravo airspace to include the Midway approaches; or change the ATC procedures! As a side note; the new controller did not say anything about our reduced speed; but I think I heard him start slowing other airplanes.




Synopsis: Crew of a Challenger 300 was cleared for ILS approach to 31C at MDW and to maintain 210 knots until RUNTS; a fix 6.7 miles from the localizer. The crew believed that flying the glideslope from their current position would require them to fly below the Class B airspace; which has a floor of 3600 feet in this area. Crew asked ATC about the clearance to violate the FAR restriction of airspeed below 200 knots below Class B airspace. ATC confirmed the 210-knot clearance; the crew elected to maintain 200 knots as required by FAR 91.117(c).
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear; 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Sea; Flight Crew Instrument; Flight Crew Private
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Was flying for personal use with another pilot. I had the other pilot take the controls and attempt landing the aircraft which he was not familiar nor current in to carry passengers. Due to wind gusts and other factors we bounced off the runway porpoising and [had] a prop strike before I took controls and did a go around.




Synopsis: C182 pilot reported a prop strike after allowing a pilot that was not familiar with the aircraft to attempt landing.
Date: 201707
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL380 Yaw Damper (YD) 2 kicked off. Could not get YD2 to reengage. Aircraft started having un-commanded rudder movement/yawing to the right. Un-commanded movement started small and progressively became greater. Un-commanded movement was about every 5 seconds. After yawing exceeded 5 degrees; I requested expedited handling and advised ATC why. We landed without issue.




Synopsis: CRJ900 Captain reported experiencing a yaw damp 2 failure at FL380 resulting in un-commanded yawing. Flight was able to continue to destination.
Date: 201702
Local time of day: 0601-1200
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: Initial Approach
ATC / advisory: Tower ROA
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Coming into ROA; we were cleared for the visual for Runway 24. Our route of flight into ROA that day had us coming right over some of the hills and mountains that are around ROA. The aircraft we were flying had a number of MELs; one being an inoperative Engine Control Unit (ECU). On our descent; we were observing the engine indications to make sure the engine was operating normally and making sure we understood what needed to be done with the engine with the inoperative ECU once we landed. During all of this time; we were also experiencing wind/turbulence; and got a 'Caution; Terrain' annunciation from the EGPWS. We promptly leveled off until we were closer to the airport; where we continued our approach and landing.It was determined that the event occurred when we got the 'Caution; Terrain' annunciation. We both continued to look outside and made sure we were well clear of any obstructions and terrain.The event could have possibly occurred because on our descent; we were thoroughly making sure the engine with the inoperative ECU was operating normally and I was making sure my First Officer understood the procedures we would accomplish with that engine once we landed. However; we both continued to look outside to make sure we remained clear of the terrain and obstructions the whole time.Once the event occurred; we promptly leveled off and made sure we were more than adequately clear of all terrain and obstructions until we got closer to the airport; where we continued our approach and landing.The event could possibly be avoided by paying more attention to flying the aircraft while on descent. Even though we briefed the MEL and procedures concerning the inoperative ECU in cruise flight; I felt it was important to make sure that my First Officer understood what the procedures were as we got close to landing. Also; I wanted to make sure that all the engine indications and instruments were normal for the engine with the inoperative ECU. Again; it was a visual approach and the whole time we both were looking outside and completely aware of our position/altitude and the terrain and obstructions around us.




Synopsis: Air carrier Captain reported a terrain warning while approaching ROA on a daylight visual approach.
Date: 201502
Local time of day: 1201-1800
Location: OEB.Airport, MI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
ATC / advisory: UNICOM OEB
Second aircraft: SR20
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: Another instructor and myself were working on instrument approaches and procedures around the litchfield VOR (LFD) when we heard a [flight training] aircraft over their company frequency (Which we were monitoring in the interest of safety) call out that they were entering from the north to perform a hold at 3;000 feet which is the same height (MSL) that we were at. In the interest of safety we climbed through to 3;500 and kept an eye out for the aircraft. Neither myself nor the other instructor caught sight of the aircraft. It was later reported to us that we came within 300 feet of the aircraft during our climb to a higher altitude. During the debrief we concluded it would be better to always monitor the local approach frequencies even if you are flying VFR using see and avoid tactics. The hardware we had on board (Skywatch) did not activate/warn us of an aircraft in close distance. We knew training airplanes tend to fly in this area so we monitored their company frequencies; as well as; the unicom frequency for OEB. This helped us in avoiding the other training planes shooting approaches within the pattern at OEB but not the aircraft performing a hold on our way back northbound who was most likely communicating more with Kalamazoo Approach. All parties involved agreed to be more vigilant when flying VFR around these practice areas. This incident occurred on a VFR clear day with light winds out of the west.




Synopsis: C182 instructor with another instructor aboard; experiences a NMAC with a SR20 while practicing instrument procedures in VMC over LFD. The NMAC was detected by the SR20 pilot and reported to the C182 instructor.
Date: 201207
Local time of day: 0001-0600
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airport; ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Taxiing out for departure was cleared to taxi to 25R via C. While leaving the east side of the ramp area near Taxiway C1 looked to my left and saw a taxiway with a black C sign next to it. We both thought it was Taxiway C and made a left turn; after taxiing eastbound Ground Control informed us that we were on Taxiway Q not C. They subsequently recleared us to Taxiway C via Taxiway R. Prior to the turn on to Q we both looked and after seeing the black C sign next to the taxiway we both concluded that we were turning on to Taxiway C. Neither of us saw a black Taxiway Q sign anywhere near this taxiway which turned out to be Taxiway Q. No traffic conflicts occurred and the rest of the flight was uneventfully.

Callback: The Reporter stated that they exited the East Terminal Ramp near Spot 1. At the time; there were no aircraft in the Hold Pad 6 area; so there was a large open ramp area. As they approached the taxiways the first sign they saw was a black square on the tarmac with a C in it so both pilots assumed that was Taxiway C. They turned left on it and were subsequently notified by ATC that they were on Taxiway Q. The Reporter believes that the signage was misleading and would like to return to the airport for a look at what they actually saw and how the signage related to both Taxiways C and Q. He believes that the signage was ambiguous and because of the large open ramp area could have lead them to anticipate Taxiway C before they actually taxied to it.



Synopsis: An air carrier Captain was cleared to LAS Runway 25R via Taxiway C but taxied onto Taxiway Q from the East Ramp near Spot 1 because he was confused by a C painted on the taxiway which made it appear to him that Taxiway Q was Taxiway C.
Date: 201312
Local time of day: 0001-0600
Location: RJAA.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground RJAA
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Landed RJAA.  [Received our gate assignment as we taxied] off 16R.  Given ground clearance to taxi B hold short S4.  Nighttime taxi.  Then clearance right [left] on S4 left on Charlie.  the right [left] turn onto S4 was done and we then had trouble deciphering where C was because S4 was a 110 [70] degree right [left] turn and then C was another immediate 90 degree left turn; however Taxiway C was not marked due to the new construction I believe.  We were taxiing at about 4 or 5 miles an hour and then saw a sign for C to our left but this was not visible until PASSING Charlie.  Extremely poor signage.  I believe this should be marked as a hotspot due to the poor signage and/or improved signage provided.  We notified ground that we inadvertently passed C due to the poor signage and Ground then cleared us straight on S4 and left on R to the gate.  It was not an issue; there were no other aircraft in the area and there were no saftey issues.  Ground did not have an issue with it.




Synopsis: B777 First Officer reports a taxiway incursion at RJAA while attempting to comply with taxi instructions to the gate after landing. A complicated taxi route; poor signage and construction were cited as factors.
Date: 201601
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: On the climb out we first had an Attitude Direction Indicator (ADI) roll mismatch; followed by Horizontal Situation Indicator (HSI) roll mismatch. We then lost both of our yaw dampers and flight directors and also had an AHRS data invalid message. At this point we decided to return to the airport.




Synopsis: Aircraft experienced multiple failures preventing IMC flight. After takeoff returned to field.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Staffing
Primary problem: Staffing

Narrative: I was working Sector X combined with Sector Y when I gave Aircraft X a descent clearance to FL300. I saw that Aircraft Y was potential traffic and though I had time to get back to monitoring the separation. I got caught up with other duties. The Controller at Sector Z mentioned that I may want to watch the Aircraft X and Aircraft Y.  When I looked back I increased the descent rate on Aircraft X through FL310 and turned Aircraft Y 20 degrees left. I forgot the Aircraft X turned slightly west at ZZZ VOR.  I should have given the Aircraft X a crossing restriction at ZZZ1 [VOR] and anticipated the turn to ZZZ [Airport] after ZZZ1 [VOR]. We are working very short in our area and having to keep sectors combined due to COVID-19 eliminating half our crew including our Supervisor. We now must run CIC and control and train.Get controllers vaccine shots so we can work together again and be back on a regular schedule so we can get used to busy sessions again.




Synopsis: Center Controller reported an airborne conflict and cited staffing issues due to COVID-19 as a contributing factor.