elihoole/asrs-aviation-reports huggingface dataset:
Date: 201205
Local time of day: 1801-2400
Location: ZNY.ARTCC, NY
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation
When detected: In-flight
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: We were level at about FL330. ATC instructed us to cross NEWES at FL240. The crossing restriction was properly entered into the FMS and the jet started it's descent on time and on path.  Everything appeared normal. A couple minutes later; received a CDU message 'unable next altitude.'  I looked at the VNAV display and we were 1;100 feet above the path. I used the speed brakes but we crossed NEWES about 700-1;000 feet high. Cause for path deviation unknown: Winds were not a factor. More diligent monitoring by both pilots. Better FMS software.




Synopsis: Although they had programmed the the FMS to meet their ATC directed crossing restriction at NEWES; the Flight Crew of a B737-700 failed to note they were more than a thousand feet above the required descent gradient until the the CDU advised them they were not going to make the restriction.  Herculean flight crew efforts failed to overcome the deficit.
Date: 201712
Local time of day: 0601-1200
Location: MIA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B MIA
ATC / advisory: TRACON MIA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Flying the SKIPS departure off of 26L we were given a turn direct to CRABI and climb from 7000 to 16000 after the initial southbound turn and climb to 7000 feet. As I began the left turn to the east and climbed out of 7000; we got a TA followed quickly by an RA. The command was a significant descent. I was still hand flying; so I complied with the RA expeditiously. I used the turn to keep from negative G'ing our jet as I transitioned from a climb to a rapid descent. The First Officer said it looked like a TBM or similar single engine mono plane; who was also in a rapid descent. As we passed the intruder aircraft; the First Officer said 'That was close'. He told ATC we were complying with an RA. He thought we missed by 200-300 feet laterally and passed at close to the same altitude. After the maneuver we resumed our climb and turn to CRABI; notifying ATC. We continued to our destination. The passengers and Flight Attendants were still strapped in; so it was just a close call. No damage or injuries.ATC steered us into the path of another aircraft. We were just NW of Tamiami airport. Probably a lot of VFR traffic on a day like this. I think in this case the question is better answered by ATC or the intruder aircraft? What I would like to know is why the other aircraft was also in a steep descent. Was he not complying with his TCAS or not given an RA?  Seems unusual for TCAS to command descents to both aircraft.




Synopsis: B737 Captain reported an NMAC with a single engine aircraft shortly after departing MIA.
Date: 201203
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Received position relief briefing for Sector 17/85 combined; immediately followed by combining Sector 16/86. Following the briefing for Sector 16/86 combination; I observed that the B717 had been issued a clearance to descend through the E145 by the previous Controller. Upon observation I immediately issued a turn to the E145 and called traffic; and as the B717 had previously had communication status transferred; I called the next sector to have them issue a turn and stop the descent. The turn and alternate instructions were too late and separation was lost. Additional factors that may be related to the event are that shortly after arriving at work today I began to feel ill. After informing my Supervisor that I was not well; I was informed that sick leave could not be granted due to the on going drug testing operations in the facility prevented anyone from leaving. As such I continued to work under the weather. Personally; I need to be more vigilant before; during; and after position relief briefings. I was blindly led to believe that all traffic was separated and I was not skeptical enough.




Synopsis: Enroute Controller experienced a loss of separation event indicating more vigilance should have been exercised during the relief briefing.
Date: 202007
Local time of day: 0601-1200
Location: CLT.TRACON, NC
Flight conditions: VMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: We were being vectored for the ILS 18L into CLT. We had been on the MLLET arrival landing south; then given a 290 heading and altitude of 4;000 ft. On that heading; approximately 4 miles east from approach centerline and outside CAVVI; we encountered strong wake turbulence. We got two minor bumps; enough to realize it was wake; then suddenly the airplane rolled 30 to 40 degrees to the left. I recovered immediately by rolling back to the right; and the autopilot disconnected itself. There was no more wake after that. There was no altitude deviation; and I don't think heading deviated by more than 10 degrees. The turbulence was no more than moderate. We missed a radio call with vector to intercept during the event. We reported the event to Approach; and they gave us a 120 degree turn onto the localizer. Upon completing the turn; we reengaged the autopilot; and continued the approach and landing without incident. The flight attendants reported no injuries to themselves or passengers. [There were] A few minor bumps then the airplane rolled left. We were about 10 miles behind an Airbus A320. I don't know if the wake was from that aircraft; or if it blew over from Runway 18C; since winds were out of the southwest. There was a low overcast cloud layer; and stronger winds beneath the clouds; so conditions may have caused the wake to not dissipate as quickly as normal.




Synopsis: CRJ-900 First Officer reported encountering wake turbulence on arrival into CLT 10 miles in trail of an A320 that resulted in an uncommanded 30-40 degree roll.
Date: 201402
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was making a normal visual approach. I flared the airplane and the mains touched down; and the aircraft began a porpoise motion; bouncing 3 times before continuing an uneventful rollout and taxi back to parking. Upon disembarkation; I noticed that the front nose gear was bent. The next day; Owner called me to inform me of further damage to the craft. I should have performed a go-around instead of allowing the bouncing motions to continue; raising the possibility of hitting runway lights and/or other obstructions. I will be seeking additional training from my instructor on landings; specifically crosswind and unusual landing procedures.




Synopsis: LSA pilot reports a bounced landing that results in significant damage to the aircraft.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Pilot Flying; Captain; Check Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During Flaps 45 landing; my NH (New Hire) First Officer (FO) OE student retarded the thrust levers too early setting us up for a hard landing. The aircraft touch down firmly and bounced back in the air. He seemed a little frazzled; so I called; 'my controls'. I assumed Flying Pilot (FP) duties returned the aircraft for a normal landing[Caused by] student pulling the thrust levers to idle too early and not correcting fast enough[OE Captain] performed go around; took control of aircraftAccording to his training records; this OE student had been performing Flap 45 landings to standards prior to this incident. I improperly assumed he would be able to execute a normal landing. Moving forward; I will be more vigilant and discuss proper landing techniques with all OE students.




Synopsis: Air Carrier Check Captain reported new hire First Officer experienced a hard landing during an OE training flight.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Communication Breakdown; Training / Qualification
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Weather
Primary problem: Human Factors

Narrative: Landed flaps 15 instead of planned 30. At the final approach fix I called for gear down flaps 15 landing checklist. The Captain configured the jet and ran the checklist. At about 1;400 feet I called for flaps 30 set target. At that moment we were cleared to land by Tower. I did not verify that they went down; I was concentrating on the significant crosswind. At about 50 feet we got the too low terrain. I verified that we were on glide path. 2 white 2 red. And continued. After landing I realized we landed flaps 15 and that was the reason for the Ground Proximity Warning System (GPWS) alert.


Second narrative: Coming in for landing FO flying called for gear down flaps 15 landing checklist. Which I accomplished all at that time. He says he then called for flaps 30 about the same time I was receiving clearance to land from ATC. I did not hear him make the flap call and we continued on the approach. We both got busy with the landing and about 100 feet the Ground Proximity Warning System (GPWS) said 'too low terrain' which we both thought was an erroneous callout because we were VMC. The FO continued the landing and when we were in the flair I noticed the flaps still at 15. I decided it better to land then announce go around in the flare. The landing was uneventful from that point.


Synopsis: A B737 First Officer landed with flaps 15 as the Enhanced Ground Proximity Warning System (EGPWS) 'TOO LOW TERRAIN' alerted at about 50 feet. The Captain failed to set Flaps 30 when called for because of communication conflicts.
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Weather elements / visibility: Icing; Rain; 3
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Post-Flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: Initial forecast (TAF) was for light icing from surface to 10;000 feet during original arrival time at destination. Due to delayed departure; subsequent TAFs pushed forecast icing to a later time so I thought I could make it in without icing. However; forecast was for light drizzle and ceilings were forecast to be 800 feet OVC. About 50 miles out from destination; encountered precipitation at 4;000 feet MSL; VMC; negative icing. Requested descent to 3;000 feet MSL to stay clear of clouds. Entered broken cloud layer and encountered light rime icing at 3;000 feet MSL during descent towards destination. Requested climb to 4;000 feet MSL from Approach Control; made climb; and took a vector away from icing; but still towards destination. Continued to intercept ILS and encountered additional icing on approach. Broke out of weather at 500 feet AGL; light rain; made a no flap ILS approach and landing; and landed without incident.Upon post-flight inspection discovered significant (approximately 1/4 to 1/2 inch) mixed (rime and clear) icing on all forward surfaces; except for pitot tube (heated); prop; and windshield (heated). Initial precipitation; which I perceived to be negative icing; may have in fact started to accumulate ice on forward surfaces. Temps were +1 at the time; so it is a possibility that even though I couldn't see it (white airplane); ice was accumulating; especially on tail where I have no visibility. If I could have remained clear of clouds from then on; it would have been fine; but since I entered IMC conditions; the situation only got worse and I put myself in a bad situation. I was fortunate to have a responsive ATC Approach Controller and the ability to climb/maintain control. My get-home-itis certainly affected my judgement. As soon as I encountered the precipitation at the temperatures I was in; knowing the bad weather in front of me; I should have turned then to an alternate destination.




Synopsis: PA-28 Pilot on an IFR flight encountered precipitation and icing at 4;000 feet and 3;000 then took vectors to and ILS approach during which additional icing was encountered. After landing; 1/4 to 1/2 inch ice accumulation was found on all forward aircraft surfaces; but not on heated windshield.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 6
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cylinder
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Training / Qualification; Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise flight at 9;000 FT. MSL Manifold pressure dropped. I made adjustments to mixture and power settings which temporally restored power; but not to full power. A few minutes went by; and I looked at the EGT gauge and noticed that the Number 1 cylinder dropped off and all of the sudden the engine and plane started vibrating; as if the cylinder blew. At that point I communicated with Center the nature of my problem and they asked if I wanted to declare an emergency; and I replied 'roger; I am declaring an emergency.' I was given clearance to descend at pilot's discretion and received vectors to a nearby airport. As I started my descent; the plane was regaining power and the vibration stopped. I was advised by Center that there were closer air fields; however I had no weather information as to ceiling heights or conditions on the ground; so I chose to continue to the divert airport as the plane seemed to regain its power. I was told to maintain 2;000 FT and as I arrived at the airport environment I was told that I could change to the Tower frequency. I broke out of the cloud deck at 1;100 FT MSL and was parallel to Runway XX in which I continued downwind and turned left base for a short final to Runway XX. I was able to make a normal landing and taxi to the FBO for repairs. Fuel remaining upon landing was 3.5 hours.




Synopsis: A C182 lost power at 9;000 FT in cruise; then began running rough so the pilot declared an emergency when Number 1 EGT was seen low and diverted to a nearby airport. The engine seemed to recover somewhat during descent.
Date: 201412
Local time of day: 1801-2400
Location: SJC.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Aircraft component: GPWS
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: We were being vectored for an ILS approach to 12R in SJC. The conditions where IMC with moderate turbulence. The NorCal controller cleared us to descend to 5100 and cleared us direct to JESEN intersection. While level we received a GPWS terrain/terrain. I was the pilot flying so I performed the terrain escape maneuver per [company procuedures] and climbed approximately 900 feet. ATC was notified and she responded that the Minimum Vectoring Altitude for the area we were [at] was 5100 feet; she then told us to descend to 4700 feet so we descended back down to 4700 feet and were given a heading of 310 and continued vectoring for the approach and landed without incident.


Second narrative: At 5100 while being vectored for an approach to RWY 12R we had a GPWS warning. Night IMC; and the approach plate showed MSA of 5600. We performed terrain escape maneuver to silence the warning then advised ATC. Maximum altitude was about 6000 feet (climb from 5100). Moderate turbulence at the time of the occurrence with updrafts and downdrafts. ATC responded that minimum vectoring altitude in that sector was 5100 feet and vectored us to final. I suggested the occurrence might have been caused by the moderate turbulence. Total time of the event was approximately 2 minutes. Location of the event was approximately N37.07 W121.82; having been cleared direct JESEN prior to JAWWS.


Synopsis: A320 flight crew experiences a terrain warning at 5100 feet south of SJC in night IMC; while being vectored by NCT. Evasive action is taken by the crew; climbing to 6000 feet although NCT states that 5100 feet is the correct MVA for that area. The Captain believes the turbulence may have been a factor in the false terrain warning.
Date: 202005
Local time of day: 1201-1800
Location: AUS.TRACON, TX
Flight conditions: VMC
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E AUS
ATC / advisory: TRACON AUS
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Airspace Structure; Human Factors; Airport
Primary problem: Human Factors

Narrative: [I was] working Aircraft X into EDC. I cleared them for the approach via CUSAT at 4000 ft. They turned early towards the airport. I saw this; told them they were off the approach [and] to cancel approach clearance fly heading 230 and maintain 2500 ft. They continued to send to 1700 ft.; a low altitude alert [was issued and] they declared they were on the visual with the airport. I cleared him for the visual approach. I believe that I could have tried to issue the low altitude warning a little earlier or the pilot could have said he had the field insight as soon as I told him [to] cancel the approach.




Synopsis: A TRACON Controller reported an aircraft cleared for an approach turned toward the airport early and descended below the minimum safe terrain avoidance altitude.