elihoole/asrs-aviation-reports huggingface dataset:
Date: 202112
Local time of day: 1801-2400
Location: N90.TRACON, NY
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; 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 New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: On approach for [Runway] 4R into EWR; we encountered wake turbulence at 3;000 ft behind a B737. We were on the LOC; cleared for the approach; but had not caught the GS. F/O was flying; when the aircraft started banking violently left and right. The AP disengaged due to the unusual attitude; and I; as PM; silenced the aural warnings with the AP Disc on the yoke. The F/O continued to try and maintain control of the aircraft through manual inputs. I made the command decision we needed break off the approach because the wake turbulence was not stopping. I looked left; VMC outside; and didn't see any traffic. I told the F/O to make a left turn; and then attempted to break into radio traffic to inform ATC. There was confusion with ATC on why we are turning left off the approach. After explaining what happened; the Controller vectored us around for another approach. On the ground we received a phone number to contact TRACON. I spoke to the Supervisor; and told him what had happened. I made it clear we had hit wake turbulence; the AP disengaged; and I made a pilot in command decision to break off the approach when we couldn't clear the wake turbulence. He suggested next time I declare an emergency; while taken the actions I did. Looking back on the incident; I didn't have much time to make a radio call because we were focused on aviating and navigating. I'm not sure of the cause for wake turbulence 3.5 miles behind a 737.

Callback: Reporter stated he was surprised at the intensity of the wake from the B737.



Synopsis: CRJ-900 Captain reported executing a go-around after encountering wake turbulence on approach to EWR in trail of a B737.
Date: 201305
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Aircraft: Skylane 182/RG Turbo Skylane/RG
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: A Cessna 182 was level at 140 on a flight plan from BCE to LAS via MMM.V394.LAS. There is an MIA polygon that is just on the ZLC46 ZLC44 ZLC boundary; RADAR sort box 727; which has an MIA of 125 with uncontrolled airspace within the polygon. The way that the polygon is labeled on the overhead charts as 125*148; meaning that the MIA is 125 and there is uncontrolled airspace. However on the scope when you bring up the MIAs the polygon simply shows 148. When the aircraft entered this polygon the MSAW was activated flashing 148; even though the actual polygon's MIA was 125. This is unsafe because the polygons displayed on the scope should be the lowest usable altitude. The polygons within ZLC airspace would show this particular polygon as 125*. This allows the Controller to both know the lowest possible altitude as well as to know that there is uncontrolled airspace within the polygon. The polygon that activated the MSAW on the 182 was in ZLA airspace. I don't understand why the display of the MIA polygon changes based on what Center's airspace it is in. I also called the ZLA07 Controller to confirm that they too were observing the MSAW alert and I was told they were and it was the result of the uncontrolled airspace. Thus; their MSAW alert is not set up correctly. MSAW is the Minimum Safe Altitude Warning; it is not to be used as some other alert such as uncontrolled airspace and in this particular case was a false alert; with the aircraft being level at 140 and the MIA being 125. All MIA polygons when displayed on the scope should show the lowest minimum altitude. This should be done the same way nationwide. The MSAW alert should only alert if the aircraft is below the MIA for that polygon; it should not be dependent on if the aircraft is below the uncontrolled airspace. The MSAW is the last effort to keep aircraft from flying into terrain. The [controllers] for ZLA should also receive refresher training as to what the MSAW actual means as well as what uncontrolled airspace actually is.




Synopsis: ZLC Controller voiced concern regarding variances in the MIA's between ZLC and ZLA; the reporter suggesting a national standard be adopted to prevent this type of confusion.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: During rollout after landing; the aircraft accelerated and turned sharply right hitting a runway taxi light. The light tore the skin on the left fuselage side underneath from the cowling to almost the empennage. The aircraft continued rapidly across the taxiway onto the dirt until just before the parallel taxiway before I was able to stop. The light impact and aggressive braking had no effect to slow the aircraft. I believe a 'dust devil;' a swirling wind; struck the aircraft on the left rear quarter pushing the aircraft to speed up and turn right. To prevent a recurrence would for me to be highly alert to such a possibility of an aberrant runway wind and more aggressively add crosswind correction.




Synopsis: PA-28 pilot reported losing control during landing and ran off runway into dirt.
Date: 201602
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Part 91 flight. Aircraft just released for flight after a heavy c-check. During first leg of the ferry; during ILS approach to landing; right main landing gear did not extend during normal extension. Using QRH procedures for manual extension; all main gear extended to down and locked.As a side note; this airport requires the landing gear to be extended while out over the water well in advance of when the crew would normally extend the gear. As a flight test crew; we were very familiar with the procedure and time required to manually extend the gear. Using the QRH manual extension system; we had 3 down and locked and all checklist completed well in advance of the required stable call. Uneventful landing. After landing; exited onto the high-speed taxiway which ended directly at our parking gate. Maintenance troubleshot and conducted the required repairs. We continued the flight on the next day as scheduled. No [priority handling wasn't requested]; but notification was made to Tower of possible taxiing problems. Due to parking spot; taxiing was not an issue.


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


Synopsis: Air carrier flight crew experienced a main gear failure to extend on final approach. Gear then lowered manually; and landed normally.
Date: 201907
Local time of day: 1201-1800
Location: RDM.Airport, OR
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D RDM
ATC / advisory: Tower RDM
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Workload; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Flying into RDM; the wind was 340@11G15. The FO elected to do the RNAV Y 5 in order to not have do a visual to 29. ATC cleared us for the approach and while on the approach; Tower called wind 310@12. It turned out to be a two knot tailwind and we continued. During the flare the FO started to float it and touched down very lightly with the right tire. He held it for a short time and then began to float again. We were still within the touchdown zone and it was such a light touchdown I felt comfortable letting him continue to land. He was struggling getting the airplane on the ground and he tried to force it down; which resulted in us touching down and then flying yet again. As soon as that happened I called go-around and he continued to fight it. I called go-around again and as I was reaching up to take the airplane; he forced it onto the ground. By the time we were on the ground; we were around the midpoint of the runway on a 7;000 feet runway. He used max reverse thrust and maximum braking and we stopped with about 1;000 feet at the end. After landing I took over the airplane and noticed it was in GA mode. At some point during the landing he pressed the TOGA button but continued to try and land. I'm not sure if pressing it was an accident or if he disregarded it. We taxied back to the gate and had a long debrief about how that wasn't safe and when one of us calls a go-around the other is expected to follow it no questions asked. He knew what he did and knew it was the wrong action to not accept the go-around and simply try again or have myself land the next time if he's overloaded.




Synopsis: Air carrier Captain reported First Officer's noncompliance to execute a go-around maneuver.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Within a few minutes of leveling off at FL450 I noticed a faint scent of smoke. I spent a few seconds looking around to see if I could identify it; as I looked back at the passengers to see if they were the source I observed  a haze in the cabin. (One passenger was up helping her mother with the catering; but unaware to the haze). I alerted my partner to the odor and told him to look back and then put on my mask.  We discussed that we needed to get down and divert. Copilot suggested ZZZ and he went to talk to the passengers. I spoke to ATC; started the diversion; descent and advised. We diverted to ZZZ. Copilot returned and we ran the QRC and checklist. The cabin cleared and the odor reduced in the descent as we worked the QRC/checklist. Landing was without incident. We were met; followed; and greeted by ARFF on landing and taxi in as a precautionary measure.




Synopsis: CE-680 First Officer reported a diversion due to odor and haze throughout the aircraft during cruise.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; 10
Light: Daylight
Aircraft: Falcon 20FJF/20C/20D/20E/20F
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Communication Breakdown
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: As I was taxing out the line guys at the FBO threw chocks underneath my moving aircraft to stop me.  I told them I was trying to beat the weather out and I would call them when I landed to give them my CC number for the ramp fee.  They wanted them then and there; so they tried to stop me which could have caused damage as I was in motion. I ended up jumping the chocks.




Synopsis: Falcon 20 Captain reported taxiing over wheel chocks thrown out by FBO linemen as he was departing quickly to avoid approaching weather before paying fees.
Date: 201509
Local time of day: 1201-1800
Location: MPTO.Airport, FO
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground MPTO
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Landed 03R and cleared the runway via the high speed taxiway that leads directly our gate. First Officer made several attempts to contact ground control with no response. Marshallers were instructing to taxi into gate and there were no other aircraft on any taxiway within view so I continued taxi approximately 100 yards to the gate. Ground control then issued instructions for all [carrier] flights to hold position ('[Carrier] Hold Position'). We immediately complied and were now 50 yards from the jet bridge. I asked ground if there was a problem and his response was 'YOU ARE THE PROBLEM'. He made us remain there approximately 10 minutes until his control issue was satisfied; then allowed us to continue to the gate. When clear of the runway on the high speed in Panama; stop the aircraft until ground control issues clearance to taxi.


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


Synopsis: After landing; B737 crew cleared the runway via a high-speed taxiway and immediately began to follow the gate marshaller's directions to their gate. ATC radioed them to stop and after a few minutes cleared the aircraft to continue to the gate.
Date: 202110
Local time of day: 0001-0600
Location: ZZZ.Airport, US
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: Other Push-back
ATC / advisory: Ramp ZZZ
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Other Push Back
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Left on time; no time pressure. Called for normal push back. Cleared to push onto Taxiway XX; short of XY. Push crew pushed the plane straight back; not following the lead in line for the angled line. If you push straight back; the plane impinges on the safety space for the adjacent gate; XX. Half way into the push I noticed the plane not angling away from Gate XX. The left wing passed over the plane parked at Gate XX; an E-170. I am sure it was very close to hitting the vertical fin of the RJ. The wing walker on the L wing held up the wand the entire push. I very clearly informed the tractor driver of the impending disaster; he slowed a bit but continue the push. I tried to get him to stop but did not. After clearing the E-170 at Gate XX; I again very clearly told him of the error and potential for damage. He did not seem to know anything about the procedures for pushing a wide body from Gate XY.I have had numerous problems with ramp push and receipt procedures; all from Gate XY. Once again; extremely important to emphasize proper procedure or someone is going to get hurt.




Synopsis: Captain reported concerns over push back procedures that had his wing tip pass over the wing of a parked aircraft on an adjacent gate.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; Turbulence; Windshear
Light: Daylight
Aircraft: DA20 Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor
Human factors: Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine sputtered and failed on final. Flight was a local VFR to gain proficiency while breaking in a new engine. While on final; I experienced some moderate turbulence which I thought was the cause of the engine fluctuations that I noticed. After going slightly below glideslope; I added a little throttle which did not give the response I wanted. After adding some more throttle; I realized that I was not getting useful power from the engine. I tried engine roughness and engine restart procedures while looking for a suitable field in case the engine did not restart. The engine sputtered a few times and then completely stopped. At that time I had a suitable field in gliding distance and made a power of landing short of the intended runway. I told tower I lost my engine while on short final to the field. I reviewed the procedures after returning to home base to make sure I didn't forget any steps and realized that I forgot the fuel prime switch. All other steps were completed as per POH.




Synopsis: DA-20 pilot reported landing in a field about 1 mile short of their destination due to engine failure.
Date: 201302
Local time of day: 1201-1800
Location: RDU.Airport, NC
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class C RDU
ATC / advisory: TRACON RDU
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: During descent into RDU; on the ALDAN1 RNAV arrival; we were given the 'landing southwest' transition. The FMS was programmed for the ILS to Runway 23R. The FMS was reviewed and the waypoints were correct with no multiple waypoints. Upon crossing the ALDAN fix; the Flight Guidance went from LNAV to ROLL mode. We immediately put the FGC into HDG mode and turned to the next fix. ATC was notified and we were subsequently given direct to a fix on the ILS approach. The FMS seemed to sequence to the next fix correctly; but the FGC did not. This particular aircraft's FMS was software version 4.8.


Second narrative: Descending into RDU on the new RNAV ALDAN1 arrival; the FMS had a glitch and kicked off the lateral mode of the autopilot and sent the plane into Roll mode when it should have started a turn. We reacted immediately and put the plane on course then re-selected the next fix. The FMS appeared to sequence okay; but the FGC jumped into Roll mode. There were no issues with deviating off course because of our reaction; but did advice ATC; from that point they gave us direct to a fix on the arrival. It was a clear day.


Synopsis: EMB145 flight crew reports an FMC anomaly crossing ALDAN on the ALDAN 1 arrival to RDU. Although the FMC was programmed for the Runway 23 transition the Flight Guidance went into roll mode at ALDAN and was quickly corrected.