elihoole/asrs-aviation-reports huggingface dataset:
Date: 201502
Local time of day: 1801-2400
Location: CLT.TRACON, NC
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Night
Aircraft: Saab 2000
Operator: Corporate
Operating under: Part 125
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B CLT
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The aircraft was on autopilot and we were in a descent to 3;000 feet.  We were given direct to GLISS.  The aircraft made a large turn to the West (approximately 20 degrees past the heading that would take us to GLISS) rather than heading for the fix.  I was unsure what the autopilot was doing; so I disengaged it and started a turn back to the North to proceed towards GLISS. Upon disengaging the autopilot; the aircraft was in the level off phase at 3;000 feet.  As I was starting the correction for the turn; the descent continued to 2;700 feet before I realized we were still descending. I stopped the descent and started to climb back to 3;000 feet.  At this time; we also received an 'Obstacle Ahead' GPWS warning for a tower located near the airport.  While we were receiving the 'Obstacle Ahead' warning; ATC advised us that our altitude was low.We continued the turn back towards GLISS and the climb back to 3;000 feet.I believe the turn to the West that the auto pilot did put us on a course to head towards the tower; rather than off to the right of it.  In trying to figure out what was going on with the autopilot; I missed the level off altitude of 3;000 feet.




Synopsis: SB-20 Captain reported receiving a GPWS obstacle warning while deviating from cleared track and altitude. Troubleshooting an autopilot issue was a factor in this incident.
Date: 201604
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Dawn
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Workload
Anomaly: Deviation - Speed All Types; 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: Human Factors; Weather
Primary problem: Weather

Narrative: Well prior to top of descent into EWR we reviewed performance and FM wind shear precautions; profiles; procedures as EWR was landing runway 29 due to high winds and LLWS advisories. We assessed and chose flaps 3 approach and incorporated into brief to include the defined touchdown zone/go around point and verbal review of procedure.First Officer flew a good approach in very gusty conditions but wind shift and gust at approximately 40 feet in transition towards flare caused auto thrust to over correct resulting in a balloon/float. I directed a Go Around (GA) as we approached the end of our pre briefed touchdown zone.While directing the GA and monitoring power/position; I reverted to non-standard phraseology (from military career) with the tower '... on the Go' versus '... Going Around'. In the subsequent high work load of tower vectors; 2 different altitude assignments and a switch to approach frequency; I failed to recognize and correct the flaps to position 2 from the flaps 3 approach position. We evidently reverted to and called the normal(full flap) go around profile call outs and checked 'flaps 3' which resulted in a 5-10 knot flap over speed during the go around.Neither tower nor approach asked the reason for the GA and it was; frankly; too busy a time to give one.  Rebriefed subsequent approach with a selected speed and manual throttles to mitigate engine spool ups/downs; and though a challenging approach; landed uneventfully.




Synopsis: Extremely gusty winds prompted a crew to elect to do a go-around just prior to touchdown. The second approach was uneventful.
Date: 201311
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ; TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 45 min into flight while cruising at FL350 we noticed the L engine oil quantity at 6 and decreasing. I initiated a SATCOM call with Maintenance and asked that Dispatch be brought into the call. While talking with the engine expert the oil quantity decreased to zero and the oil pressure dropped extremely low. We jointly decided that an engine shutdown and return to [departure airport] was the best course of action. I called the cabin at door 1L; gave them a brief explanation and asked that the relief pilot and Lead Flight Attendant come to the cockpit. We obtained a clearance to FL220 [and direct to departure airport]. While turning we shut down the L engine per the Eng Oil Press L Checklist; established drift down to FL220 and briefed the Lead Flight Attendant (no evacuation prep required). We then coordinated fuel dumping with ATC and dumped fuel to our max landing weight. I made an announcement to the passengers explaining the situation; telling them that they should expect a normal landing because 'this is what we train for'. We then had to complete the Fuel Imbalance checklist (which is absurdly long and wordy). On initial contact with Center we declared an emergency with Approach Control [and] we confirmed emergency equipment standing by. I flew a Visual/ILS for a 20 flap landing. Normal landing and rollout. After clearing the [runway] the Fire Department looked over the aircraft and cleared us to continue taxi.


Second narrative: [Narrative 2 contains no additional information]


Synopsis: B777 flight crew reported loss of oil quantity and pressure in left engine. After consulting with Maintenance and Dispatch the engine was shut down; and emergency declared; and the flight returned to departure airport.
Date: 201511
Local time of day: 0001-0600
Location: BUF.Airport, NY
Flight conditions: Mixed
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Airspace: Class C BUF
ATC / advisory: TRACON BUF
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Fatigue
Anomaly: Aircraft Equipment Problem Less Severe; 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; Human Factors
Primary problem: Human Factors

Narrative: During climb out through FL250 we received a leading edge slat asymmetry EICAS message. We reduced speed and ran the leading edge asymmetry checklist. We leveled off and called Operations to update them on our status. We had time in flight so the Captain and I looked over the asymmetry checklist to make sure we did not miss anything and made a plan of action for our approach and landing. During the approach checklist we set the incorrect ref bugs. We went over the proper speeds during the leading-edge asymmetric checklist; but had it in our heads that we were landing flaps 20 so we set flaps ref 20 instead of ref 30 plus 30 as per the leading edge slat asymmetry checklist. During the approach we intercepted the localizer and glideslope over the outer marker. When the autopilot captured the glideslope we received a momentary stick shaker. The Captain disconnected the autopilot; reduce pitch and increased thrust to arrest the stick shaker. We continued the approach and landed uneventfully. After we got on the ground we question why we got the stick shaker and revisited the leading edge asymmetry checklist. That's when we learned of our mistake.  Looking back on our event I would have set the ref speeds after we finished the leading edge asymmetry checklist. Also fatigue played a role in the mistake.




Synopsis: A B757-200 First Officer reported the flight crew deviated from proper procedure while dealing with a leading edge slat asymmetry issue.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During the landing roll out I took controls at 60 knots. We were instructed without delay to take the high speed taxiway due to landing traffic on short final. As I vacated the runway I saw an airport operations vehicle driving towards us and not showing signs of slowing down. I applied maximum breaking to avoid a collision with the vehicle and a few moments later the ops vehicle swerved into the grass.  I asked Tower what the operations vehicle was doing on the taxiway; which ATC replied; 'I had no idea about any ops vehicles.'  The driver came on the frequency and apologized; which clearly isn't good enough. There was no damage or injuries.




Synopsis: EMB-175 pilot reported while taxiing off the runway they had to apply maximum braking to avoid a vehicle driving on the taxiway.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Wheels/Tires/Brakes
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After shutdown checklist was completed; I deplaned to go to restroom and get a snack. When I came back to the gate the agent asked me if I knew about the flat tires. I said no. When I saw the Captain in the jet bridge he told me that our left brake fan(s) caught fire after I left and they deplaned everyone. The fire department was called. The fire and sparks were out but both left tires were flat.  We noticed the left outboard tire was a little over 400C when we taxied clear of the active. So; we turned on the fans. Taxi to gate was normal with no odd indications.


Second narrative: Arrival at the gate both left main tires blew out. Smoke and sparks were seen. I called for a deplaning. Fire department was also called. Aircraft was deplaned. No other factors. Apparently; a brake froze.


Synopsis: A321 reported the left main gear brakes froze while taxiing in and caught fire so the aircraft was evacuated at the gate. The fire was extinguished and both left tires were flat.
Date: 201505
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Descending through 11;000 feet; the aircraft rolled left then right.  As the roll started left again I disconnected the autopilot and applied power.  The rolling motion was uncontrollable until we climbed.  [A] Flight Attendant was knocked to the ground and complained of a hurt neck.  After notifying ATC of the event; ATC indicated that we were 10 miles in trail of a 777.Preventative Measures: I am not sure.  We were well in trail and at an appropriate altitude for Flight Attendant duties.

Callback: Reporter stated with 10 miles separation he was not very concerned about a wake turbulence encounter and was surprised at the intensity of the event.

Second narrative: Descending through 11;000 feet into LAX on SADDE 6 Arrival approaching SMO; we encountered severe wake turbulence. We were unable to maintain aircraft control for approximately 15 seconds. The aircraft rolled hard right then left. The Captain disconnected autopilot; applied power and tried to climb above it. We eventually climbed out of it; and I notified ATC. Then I checked with the Flight Attendants to see if anyone was injured.  I was informed that [a] Flight Attendant was injured. I notified ATC. The Flight Attendant received medical care upon landing.


Synopsis: B737 flight crew reported loss of aircraft control; for approximately 15 seconds; when they encountered severe wake turbulence 10 miles in trail of a B777 on approach to LAX. A Flight Attendant was reportedly slightly injured in the event.
Date: 201504
Local time of day: 1201-1800
Location: PRC.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D PRC
ATC / advisory: Tower PRC
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: In a Cessna 172; we were in the traffic pattern for the LEFT runway and advised of traffic joining right traffic for a 2 mi final for the same runway; landing before us. I replied; 'Negative Contact.' The other Cessna was advised of landing helicopter traffic on the RIGHT runway. The other Cessna replied '(call sign); traffic in sight; no factor.' Tower cleared us to land and we began our turn to base believing that tower had cleared us to land without reporting 'traffic in sight' because the Cessna traffic was no factor. While on a turn to approximately a mile final we caught sight of the Cessna traffic turning from a right base to final that lined them up approximately in the middle of the two parallel runways. Since tower was operating under two different frequencies (one per active runway); we thought the Cessna was making traffic for the RIGHT runway and had possibly OVERshot their turn to final; so we UNDERshot our turn to final to give further separation. The other Cessna continued left into our final approach path less than 1/4 mile ahead and within 200 feet of our altitude. We initiated a go-around climb offsetting to the right and the other Cessna continued left of the final approach path in a dive. I believe that tower mistook the other aircraft's call for 'traffic in sight; no factor' as a call from us and thence cleared us to land. Since the other traffic was near and below we did not have a chance to see them on until we turned final. Both aircraft took evasive action once the conflict was realized. Significant winds may have played a role; as our aircraft's ground speed on base was much higher than the other traffic's.




Synopsis: C172 pilot reported a near NMAC encounter with another small aircraft in the traffic pattern at PRC.
Date: 201808
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure; Company Policy; Human Factors
Primary problem: Procedure

Narrative: Tow-in crews continue to use non-standard communication. For example he simply said; 'release brakes instead of the proper' 'Roger; by-pass pin installed; towbar secured; ready for brake release.'




Synopsis: B777 Captain reported that tow-in crews are not using standard communication from ground to pilot.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cruising at FL360 and at a filed airspeed of M.80. We received a clearance to climb to FL370 for traffic. Shortly after level off at the new altitude we received an EFIS COMP MON Caution message on our EICAS along with yellow IAS boxes on each PFD; while simultaneously receiving another climb instruction to FL380 for additional traffic from ATC. First Officer started running the QRH while I resumed flying. The Captain Airspeed Indication displayed M.828 while the First Officer displayed M.77 and decreasing. We advised ATC that we required a lower altitude while we were working through a checklist for erroneous airspeed indications. As I descended the A/C and First Officer ran the QRH; the Captain Airspeed Indicator was approaching max speed ('barber pole') while the First Officer and Standby Airspeed Indicators both displayed M.72. At this point we ascertained that the First Officer's indications were more accurate and corrected power to regain airspeed towards M.77. Per QRH procedures we selected ADC2 as the Air Data source on our Source Select Panel and requested a further lower altitude of FL280 as we were no longer capable of RVSM. After verifying sufficient fuel and advising Dispatch we continued safely to [destination].




Synopsis: CRJ-900 Captain reported his airspeed indicator became unreliable in cruise flight. Crew selected alternate Air Data Computer and continued to destination.
Date: 201307
Local time of day: 0001-0600
Location: SJC.Tower, CA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C SJC
ATC / advisory: Tower SJC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: On each of two visual approaches pilot initiated go around due to Tower clearing departing traffic onto runway and for takeoff with inadequate spacing to allow for a landing. In both instances approaches and go-arounds were conducted IAW SOP's. Third approach and landing were completed without further incident. Cause;  1-SJC conducting single runway night visual approach and departure operations on 30L 2-From extended left downwind position NORCAL cleared us a visual approach; Number 4 in sequence behind traffic in sight on final at our 9 o'clock position 3- Conducted visual approach IAW SOP's (met all stable approach parameters with adequate spacing to allow aircraft to land and clear runway prior to our crossing the threshold.) 4- Landing traffic cleared runway as we were near the 1;000 FT stabilized approach gate 5- tower cleared a Learjet that was at the hold short line onto the runway and for takeoff from the approach end of the displaced threshold (Taxiway B) 6- We initiated a go-around when it was apparent the aircraft would not be airborne before we crossed the threshold. 7- Vectored around for another approach. Began as an instrument approach then cleared visual approach. 8- Aircraft we were following landed but was unable to exit the runway at the 'suggested' taxiway. 9- Once the aircraft was clear; Tower cleared a Southwest jet that was at the hold short line onto the runway and for takeoff. 10- We initiated a second go-around once it became apparent the [Airliner] jet would not be airborne before we crossed the threshold. 11 - Vectored by NORCAL for a third approach. Informed SJC was holding all departures until we were on the ground. 12- Normal approach and uneventful landing.




Synopsis: Air Carrier arrival conducting visual approaches into SJC executed two go arounds due to spacing concerns with departing traffic.