elihoole/asrs-aviation-reports huggingface dataset:
Date: 201705
Local time of day: 0601-1200
Location: HNL.Airport, HI
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B HNL
ATC / advisory: Tower HNL
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
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Captain flying visual approach: 1. Cleared visual approach 2. Descent to 2700' for glideslope intercept 3. Intercepted localizer above glidepath. 4. Descending to capture glide path received TCAS traffic alert followed immediately by monitor vertical speed. Auto pilot off to comply with alert. 5. TCAS showed traffic passing below us by only 400'. 6. Cleared traffic but now very high on glide slope. Decided to continue approach since we were still outside 6 miles from the field. 7. Configured aircraft to land but still high at 1000' 8. Opted to continue approach to 500'. Stable at 500' and continued to land. 9. Upon landing; aircraft bounced and throttles did not seem to retard so go-around executed. Elected to go around after landing bounce because of tail strike concerns. 10. Normal go-around to down wind. 11. On second approach; tried to get aircraft into managed speed mode but power advanced. Disconnected auto thrust but unable to salvage approach. Unstable because of airspeed so missed approach at 500' 12. On missed approach; tower directed a right turn to 155 and climb to 400'. Tower also called out departure traffic. We called traffic in sight. Overshot 155 heading while looking for traffic but immediately corrected back to assigned heading. 13. Returned for normal landing. Although we experienced the incredibly unusual situation of having to go around twice; I believe we complied with all procedures and operated the aircraft in a safe manner. Although we were stable at 500' I did think I was 'behind the airplane' slightly and that may have contributed to the bounce on landing. In hindsight I think that the more conservative action would have been to go-around after the TCAS warning.Had the unusual occurrence of a TCAS event during approach. Although I did not think so at the time; this event caused us to get outside of our normal habit pattern. Were this to happen to me again; I would definitely go around.


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


Synopsis: Air carrier flight crew reported a NMAC on arrival preceded a bounced landing and a go-around; followed by an unstabilized approach to another go-around.
Date: 202201
Local time of day: 1801-2400
Location: ZOB.ARTCC, OH
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: Operating to BOS; we experienced a radar altimeter anomaly in cruise at FL350. This occurred approximately 20nm east of HRRSH intersection while navigating from HRRSH direct to BUF. Twice; in quick succession; both radar altimeters scanned up and down; along with an aural '500' call from the GPWS system. There was no traffic in proximity to our aircraft on TCAS at this time.In 15 years I've not seen this occur before; and I suspect it to be possible 5G interference and should be looked into further.




Synopsis: Air carrier First Officer reported radio altimeter anomalies in cruise flight at FL350; citing possible 5G interference.
Date: 201509
Local time of day: 1801-2400
Location: GUM.Airport, GU
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground GUM
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On taxi out to Runway 6L; continued to taxi on K; instead of hold at A for departure. Realized shortly after passing. Advised ATC and taxied on displaced portion of 6L to A for departure.Busy morning with new checklist procedures and FO that had only done the procedure once before; myself only my 3rd time.


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


Synopsis: B737 flight crew reported missing a taxiway incursion when they were distracted by new checklist procedures.
Date: 201704
Local time of day: 0001-0600
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Aircraft component: Altitude Alert
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While at an intermediate altitude during arrival into LAX; we set up for a lavatory break prior to landing.  The aircraft was in autopilot control with LNAV/VNAV selected. I left the flight deck and returned promptly. Upon return the Captain advised that we were in a descent to FL290 and had selected vertical speed for the descent. Subsequently; we were issued a clearance to proceed to SALYY and descend via the ANJLL1 arrival. No altitude was issued to cross SALYY so I expected to cross at the assigned altitude. I selected SALYY and confirmed LNAV was selected. We confirmed the correct altitude was set in the FMC for each of the crossings and then set 12000' for the bottom altitude of the arrival. I failed to recognize or process the system was in V/S descent -1000 fpm and the aircraft continued to descend through the initial altitude that had been issued. I recognized the error passing 300' below the assigned altitude and toggled off the autopilot to initiate a climb to our assigned altitude while simultaneously asking the captain to confirm our altitude assignment. I believe we did not descend more than 500' below the assigned altitude and expeditiously corrected the error. Aircraft was hand flown to SALYY and at that point I reengaged the autopilot and commenced the arrival.


Second narrative: 10+ miles to SALYY intersection ATC clearance was to descend to FL290 cleared for the ANJLL 1 arrival at SALYY. SALYY does not have crossing restriction so FL290 was not loaded in FMC. 12000 feet dialed in altitude window for bottom altitude of arrival. Reached FL290 before SALYY. Because 12000 feet was set and no altitude protection at SALYY in FMC; Aircraft descended below FL290 by approx. 300 feet. Crew caught error and climbed back to FL290; crossed SALYY within 45 seconds and continued to descend via arrival.


Synopsis: B757 crew reported descending below cleared altitude on the LAX ANJLL 1 RNAV because Vertical Speed (VS) was selected.
Date: 201912
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Aircraft: A319
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: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; General Flight Cancelled / Delayed
Contributing factors: Airport; Company Policy; Procedure; Human Factors
Primary problem: Company Policy

Narrative: ZZZ Landing South. Heavy arrivals. I sent Aircraft X around due to inadequate separation on final. ATPA (Air Traffic Spacing Tool) triggered to red and proceeded to go below legal spacing for arrivals. The runway is a reduced spacing arrival runway of 2.5 miles. I sent Aircraft X around as soon as the ATPA showed less than the legal separation to avoid the go around inside of a half mile and while still at an altitude to provide safe operation of the aircraft.The lack of real adequate spacing on the finals at this airport has been an issue for years. While the TRACON controllers at fancy that Tower 'shall' provide visual separation if the lateral separation drops below the allowed legal separation to avoid having an operation loss; the runway spacing separation as allowed in the 7210.3 is commonly broken forcing the flight crews to be required to brake hard; change landing points; change landing speeds; or somehow maneuver the aircraft to exit the runway for aircraft close behind. I personally have heard the users express concern about being required at the last minute to hurry off of the runways or being required to overly brake the aircraft.TRACON has for a long time failed to provide adequate legal spacing to all arriving runways.I have done everything in my power to try and convince management to do something about this issue. Every manager since my arrival has vowed to fix this issue. All have failed. This is an ongoing systemic issue here. ZZZ has the highest rate of 'go-arounds' in the NAS. A good portion contributed to inadequate spacing on final. It will someday result in a catastrophic accident.




Synopsis: Tower Controller reported that a loss of spacing on final resulted in a go around.
Date: 201902
Local time of day: 0001-0600
Location: A80.TRACON, GA
Aircraft: Helicopter
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E A80
ATC / advisory: TRACON A80
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was on course west bound at 3;000 to stay out of the weather. The previous sector asked if I could work Aircraft X at 3;000 long before they were visible on my scope to which I answered affirmative. Approximately 30 minutes later I was alerted to a low altitude alert as Aircraft X entered a 3;400 MVA [Minimum Vectoring Altitude] at 3;000. I issued a low altitude alert and climbed Aircraft X to 3;400 immediately. There were many aircraft at 3;000 today due to winds and clouds at 3;500. I was already alert to other MVA's elsewhere in my airspace and after those aircraft passed the areas in question; I turned off my MVA map. I did not bring it back up upon receiving radar on Aircraft X. I will [make] a conscious effort to bring up my MVA map whenever aircraft are operating at or below 3;000 in the Macon/Columbus sectors.




Synopsis: Atlanta TRACON Controller reported an aircraft entered an area with a higher Minimum Vectoring Altitude.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Improperly Operated; Design
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Aircraft is a 2 place open cockpit Experimental tail wheel bi-plane that I had acquired a while back.Was trying to familiarize myself with aircraft by conducting 'high Speed' taxi down runway to simulate both take-off and landing.This was not the first time conducting a 'high speed' taxi; I had noticed on previous runs that the aircraft stability decreased when power was removed and while lowering the tail. Had completed one pass down runway and was in process of a 2nd pass. Had achieved sufficient speed to raise tail with elevator. Was removing power and attempting to lower tail when aircraft began weaving across runway left-right-left. Attempted to regain control and when headed towards grass on left side decided to go straight as opposed to trying to re-align down runway. Apparently struck runway light with right main gear; punctured tire; partially collapsed gear leg and ended up flipping aircraft onto upper wing. An important contributor was my inability to secure a CFI (Certified Flight Instructor) safety pilot due to recent FAA regulation interpretations regarding training in experimental aircraft.




Synopsis: Pilot of a tailwheel aircraft reported that as they reduced power during a high speed taxi the aircraft began weaving across the runway and eventually departed the runway; resulting in aircraft damage.
Date: 201503
Local time of day: 0601-1200
Location: LAX.Airport, CA
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was near the APU exhaust during my walkaround and my ears perked up when I heard the APU change pitch (obviously unloading). Wondering if someone had turned off the aircraft packs I continued forward to the left main gear for my preflight. Somewhat alerted by this abnormality; I then noticed the left engine spooling up just before I would have walked behind it. I saw that the aircraft beacon wasn't on and; having no indication maintenance was around; I ran up to the cockpit.When I got there; I saw maintenance in the process of shutting the engine down; and I confronted them about the unannounced engine start with myself and other ground crew beneath the plane. They acknowledged they had made a mistake and apologized for not letting us know about the engine motoring that needed to be done. They then turned on the beacon and continued their procedure. I went back outside and informed the crew chief; who had been standing behind the right engine the whole time; to let his people know about more possible maintenance actions. He was surprised to hear what had happened. In addition to ground crew and equipment behind the right engine; the fuel truck had also been hooked up to the plane during this event.Obviously; this was an error in maintenance procedures and not an intentional action by maintenance. The Captain also spoke with the two mechanics after they were done and said they were very contrite and apologetic. While it is easy to get desensitized to many things happening on & around an aircraft simultaneously; prudently adhering to normal procedures and common-sense communication would have prevented this extremely unsafe event.




Synopsis: B757-200 First Officer (FO) reported he noticed during walkaround in LAX that maintenance started an engine without clearing the area.
Date: 201402
Local time of day: 1201-1800
Location: BNA.Airport, TN
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C BNA
ATC / advisory: Tower BNA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Ambiguous

Narrative: While at 2;500 MSL after cleared by ATC for the approach; we received a GPWS warning and immediately executed a climb to 3;100 FT the minimum safe altitude on the published approach.I suggest they raise the minimum vectoring altitude to the South West of the airport.


Second narrative: While being vectored for [Runway] 02C ILS approach into BNA; we were instructed to turn to a heading of 050 maintain 2;500 cleared for the approach and contact Tower. We were level at 2;500 MSL on the 050 heading; had not yet spoken with Tower and had not yet intercepted the localizer when we got a Ground Proximity Warning. We climbed to 3;100 MSL (the published MSA); continued the approach and landed uneventfully.


Synopsis: An E145 flight crew being vectored at 2;500 MSL for Runway 02C ILS at BNA climbed in response to a GPWS terrain warning.
Date: 201201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 0.25
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autoflight System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Human Factors
Primary problem: Ambiguous

Narrative: We were unable to configure the aircraft in a timely manner due to the excessive tailwinds on final (45-50 KTS). During the ensuing go-around; I didn't press TOGA which resulted in a descent. On recognizing the error; we corrected the go-around procedure and attempted another approach to the opposite runway.


Second narrative: [Narrative 2 had no additional information]


Synopsis: B737 flight crew experiences strong tailwinds during approach and is unable to configure completely during a CAT III approach. A go around is initiated at 200 FT but the TOGA switches are not pushed initially resulting in further descent before selecting TOGA.
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; 6
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight in IFR conditions; low ceilings (500 feet) /good visibility (6+miles) underneath.Received clearance for departure from Approach to fly 210 climb 2;000. All instruments normal at completion of before takeoff checklist. Departed runway; instruments normal on takeoff roll. On climb out; gear retracted; Vy maintained. Initiated turn from runway heading to assigned 210; in turn attitude indicator failed and 'turned upside down.' Suction gauge pegged to 7/8 o'clock position with 1 red nipple showing. Exercised my PIC authority; discontinued climb and descended (was over the ocean at this point) to visual conditions and returned to land without incidence. I was not in radar contact or communication with ATC.Not my area of expertise but would offer is there a maintenance check/procedure to better predict a failure occurring.




Synopsis: Cessna 402C pilot reported losing his attitude indicator shortly after takeoff in IMC.