elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 0601-1200
Location: MCO.Airport, FL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MCO
ATC / advisory: TRACON F11
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
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: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: During radar vectors to final approach ILS 17L MCO base leg encountered severe wake turbulence. Aircraft on a 90 degree base leg; assigned speed 210 KIAS; descending 4000 to 3000 ft; aircraft suddenly rocked side to side disengaging autopilot. I immediately determined we were going to overshoot localizer because [of the] angle to localizer. I am hand flying at this point trying to get aircraft back on localizer and not bust altitude. Controller noticed our difficulty and asked if we would want to do a 360 and try again. I told FO (First Officer) to report the wake turbulence to controller which he did. No traffic in our vicinity at the time of occurrence.Too close to traffic ahead of us on same flight path. ATC should not be assigning a speed of 210 KIAS on a 90 degree angle to localizer when less than 2 miles from intercept.


Second narrative: On a short vector; 90 degrees to final approach course received a 210 degree heading to intercept final approach course on 17L at MCO. Upon starting turn; we hit significant wake turbulence that forced the auto pilot to disconnect and revert to CWS (Control Wheel Steering) in pitch and roll. PF (pilot flying) disconnected auto pilot and began course correction and as we started our turn we overshot final. Advised ATC of the issue and were vectored to approximately a 090 degree heading to circle back around and resume approach. No apparent conflict with other traffic was observed.We were advised by ATC to keep speed up during approach so we were in a steeper and faster and closer to final approach than normal. This compounded the course intercept when the auto pilot disconnected due to the wake turbulence. Due to the phase when the disconnect happened; quick corrective action was needed to avoid further overshoot.This was perceived to be a somewhat normal approach on a VMC day that was compounded by automation problems upon hitting wake turbulence. No suggestion for improvements at this time.


Synopsis: B737-800 flight crew reported breaking off the approach to MCO when a wake turbulence encounter contributed to a track deviation during localizer intercept.
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Tower ZZZ
Aircraft component: Other Documentation
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the 4th leg of a long day during preflight; we missed properly setting the transponder during the preflight checklist. This was particularly odd since we paused at this point of the checklist item 'Radios; transponder; and Radar' to verify the Departure frequency and altitude. I commented that I doubted that I'd previously flown that particular departure procedure. We stopped to verify the departure altitude and Departure frequencies. The radar test had been accomplished earlier. Neither the Captain nor I had requested the PDC via commercial radio and we both missed this item. It is my habit to set 3 zeros and a single digit in the transponder after every flight to remind the next crew that they don't have the transponder set. Since we had flown this plane in; the transponder read 'XXXX.' It wasn't until Ground Control queried if we had the correct transponder code set on taxi out that we realized we'd not received our PDC nor had put the correct code in. We stopped the jet safely on the taxiway; sent for the PDC; and were able to review the clearance together and set the transponder correctly without delaying traffic. We then departed normally without further known errors; three contributing factors - slight fatigue. We didn't think that having already flown 6 hours and 3 legs we were fatigued enough to compromise safety and checklist adherence. Second; complacency occurred from 2 very competent pilots flying together who trusted each other too much to catch minor items. Third; a couple recent changes in pre-departure and taxi procedures which essentially remove the First Officer from being much help with situational awareness during the taxi created extra stress which led to an earlier conversation about the new policy. Apprehension about the new policy created a distraction during preflight preparations.




Synopsis: While taxiing for takeoff; ATC questioned a B757 crew about the transponder code and the crew then realized they had not gotten their PDC clearance and transponder code at the gate.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Engine died on short final. 12 Gallons of fuel on board. 4 gallons in left tank. 8 gallons in right tank. Fuel selector was on left tank. Engine died as power was added.Landed on grass just short of runway. No damage to aircraft. Soft grass landing. No injuries. Plane returned to service by mechanic.




Synopsis: C172 pilot experiences engine failure on short final and lands in soft grass short of the runway. Fuel selector was set to the left tank which apparently contained four gallons of fuel.
Date: 201412
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuel Booster Pump
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Distraction; Human-Machine Interface; Situational Awareness
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: There were several interruptions to the Before Start Checklist; Flight Attendant questions; and Agent questions. So we started the Before Start Checklist twice to get it finished correctly. As the Agent handed us the load sheet; he asked us to add eight gate checked bags to forward cargo. I did the proper fuel audit and confirmed the upload amount with the loadsheet. The APU was MEL'd inoperative. I additionally briefed the alternate start procedures from the AOM as a review for both the First Officer (FO) and myself (Since it is an infrequent procedure; I normally do this for an inop APU). Lots of distractions; ZZZ also requires an additional call to Clearance prior to push for crossbleed starts. Somewhere along the way I failed to turn on the center tank pumps prior to takeoff. Upon arrival to XXX; the Fueler came into the flightdeck to ask why there was 4;000 pounds of fuel in the center tank. Initially both the FO and I assumed that it was a fuel gauge/indicator problem. Mechanics came to the gate to confirm if there was fuel in the tank. And there was; which they transferred out of the center tank into the wings. Neither the FO; nor I; could believe that we just flew almost three hours without noticing that the center tank pumps were not turned on during flight. We had a 'normal' amount of fuel in the wings for a -300 on approach; a little over 3;000 pounds in each wing tank. There was a problem with the illumination of the gauges; the center and right wing gauges were very dimly lit (digital type; not needle type). There were many chances to recognize the fuel in the center tank; and turn the pumps on. Honestly I have NO explanation and find it very difficult to believe that neither one of us realized this error.


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


Synopsis: B737 flight crew was distracted during before start checks; failed to turn on Center Tank boost pumps; and flew to destination with 4;000 pounds of fuel in the Center Tank.
Date: 201406
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Malfunctioning
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: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We did not deviate from any ATC instructions during this event. We both felt that the situation was handled in a timely and efficient manner and that our decisions that were made were the safest course of action to take to prevent any additional surprise during the flight.


Second narrative: Before descending the Master Caution annunciated; and we noticed that our Number One Engine Hydraulic Pump light was illuminated. We ran the checklist for that light. We also noticed that the A System Hydraulic reservoir was down to 15%. The Captain discussed the likelihood of us having to complete the System A Loss of Hydraulic pressure checklist and we reviewed that checklist. I took control of the aircraft while the Captain communicated our situation with ATC; the cabin crew; the company; and our passengers. After he finished communicating; he took control of the aircraft and I completed the Approach Descent Checklist; and then the Loss of System A Hydraulic Pressure Checklist. The landing was uneventful with emergency vehicles meeting the aircraft. The number one thrust reverser would not stow; so I informed operations that we would be running both engines until we stopped at the gate.


Synopsis: B737 flight crew reports a master caution for the number one engine hydraulic pump light was illuminated. The QRH is complied with and the A system hydraulic reservoir is noted to be down to 15 %. A normal landing ensues but the number one engine thrust reverser will not stow after landing.
Date: 201704
Local time of day: 0601-1200
Location: MSY.Airport, LA
Flight conditions: IMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MSY; Class E ZHU
ATC / advisory: TRACON MSY
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Confusion; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Procedure; Weather
Primary problem: Procedure

Narrative: We were coming into MSY on the RYTHM arrival; which ties directly to the RNAV 20. Sometime around OYSTY; Approach cleared us to 2000 feet; slowed us to 210; and cleared us for the approach. We were in IMC. We descended to be outside JASPO (the FAF) at 2000. This resulted in us getting down to 2000 prior to 15 NM from MSY (outside the Class B); doing about 210 knots. When we got to RAYOP; Approach said; you are reentering the Class B. Oh. Whoops. Class B excursion. This whole Class B thing has become such an issue that I don't even know what is right anymore. Clearly we were speeding below the lateral limits. However; I was under the impression that the Class B excursions have been occurring during VISUAL approaches; where the pilots are operating on their own recognizance; and descend too soon. In THIS case; we under ATC control; on an instrument approach; and in IMC. The controller gave us a clearance below the floor of the Class B; and at a high speed. I didn't think they were supposed to do that; especially since we were at an ATC assigned speed too high for that position. Are we really supposed to be trapping this type of ATC error too; without the tools to do so? So maybe he did that on purpose; I just don't understand what's going on. And if he did; he did not warn us that we might go out the bottom; and he didn't tell us when we did so.


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


Synopsis: Air carrier flight crew reported transitioning from the MSY RYTHM Arrival to the Runway 20 RNAV at 2;000 feet and were notified reentering Class B . The crew was not aware the aircraft was below Class B at 210 knots in IMC.
Date: 201203
Local time of day: 1801-2400
Location: LGA.Airport, NY
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We aborted our takeoff at low speed on Runway 04 at LGA when a Regional Jet landed on Runway 31 and continued through the intersection of the two runways. No injuries were reported. We taxied back and departed.




Synopsis: An MD82 rejected its takeoff due to an incursion on their runway by a landing aircraft.
Date: 201512
Local time of day: 1201-1800
Location: PIT.Airport, PA
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B PIT
ATC / advisory: TRACON PIT
Second aircraft: Small Transport
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Being vectored to final by approach control to ILS 28L at PIT. Saw TCAS target 2 1/2 NM ahead of aircraft 400 feet below aircraft. Approach control never told us about traffic. Target appeared to be moving right to left away from our aircraft; but we then got TA alert. We both looked outside the aircraft to acquire the target visually. The FO saw the aircraft and then we got an RA climb which we immediately complied with and notified ATC of a TCAS RA climb. I then saw the single engine private aircraft circling back toward our aircraft at our 9-9:30 direction. Not sure of exact distance to aircraft because we concentrated on the RA profile compliance. Once clear of conflict we continued the approach. We climbed approximately 250-300 feet in compliance with the RA.


Second narrative: We were at 4;000 feet being vectored to intercept the localizer for an approach. We received a verbal TCAS traffic advisory. At the same time ATC called out the traffic. I picked up the traffic visually and pointed it out to the Captain. He was trying to coordinate with ATC; but a lot of things happened real fast. ATC was trying to tell us the traffic was no factor. I noticed the traffic was turning directly at us. It was only 500 feet below us. The traffic then started to climb into us. As the traffic disappeared out the bottom of the Captain's side window. TCAS gave us a 'climb; climb now'. We executed the maneuver; which included a couple VS adjustments. During the maneuver; the Captain attempted to coordinate with ATC; but they again said the traffic was no factor. Once we received a 'clear of conflict' we were still in a position to execute a visual approach and land.Several other aircraft made comments to Tower about having the same issue.


Synopsis: A319 flight crew reported responding to an RA on approach to PIT even though ATC maintained the traffic was not a factor.
Date: 202004
Local time of day: 0601-1200
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Workload; Communication Breakdown; Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Was on a quick trip To ZZZ; VFR the entire way; about 30 min into the trip back to ZZZ1 about I noticed my NAV aids and radios started to flicker; then my GPS shut down; I switched the avionics switch to off then on again and nothing happened; I then went along and made sure none of the circuit breakers had 'popped' and none had; I then look over to the amp meter and see the needle perfectly placed on zero amps; I also checked my turn coordinator and confirmed it was not moving as I executed some gentle bank turns and the indicator did not move at all; all my electrical instruments had failed including my transponder and squawk. I was approximately 15-20 miles away from ZZZ1 when this happened and no other issues persisted with the aircraft at the time. I continued to fly toward ZZZ1 as I was in a familiar place and was flying off of VFR landmarks with my sectional for navigation. I continued to fly southbound until I reached ZZZ2 then started my east bound turn towards ZZZ1; I stayed away from the final of Runway XX and flew slightly north of the airfield to avoid any other traffic; I then flew over the airfield crossing Runway XX in the middle of the runway southbound at 1;500 ft. and started to circle the tower at that altitude; I wait for the light gun signals and was initially given a red-green signal which is to 'use caution'; then was given a solid green 'clear to land' I rocked my wings and then brought the aircraft into a left pattern for Runway XX; successfully landed the aircraft and taxied clear of the active runway; I was then given a solid red on the ground 'Stop' and so I did; a county official drove up to the aircraft and asked where I was going I told him where I was going and he escorted me to the FBO.




Synopsis: C172 private pilot reported a complete electrical failure that resulted in a NORDO landing.
Date: 202105
Local time of day: 1201-1800
Location: TUS.Airport, AZ
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C TUS
ATC / advisory: TRACON TUS
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: Distraction; Situational Awareness; Workload
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Unexpected last minute change of runway from RNAV Runway 29R to ILS runway 11L. Winds were calm forecast to pick up out of the west at our arrival time. No digital ATIS; didn't find active runway until listening to ATIS on radio well into the arrival. On downwind vectors advised of pair of military aircraft we would follow on approach. Turned base and cleared for visual approach to Runway 11L. As we turned in towards the airport; we crossed a knoll just north of the final approach course. We were descending and crossed over the top of the knoll at about 1;400 feet AGL. The GPWS activated and announced pull up terrain; the FO (First Officer) executed an escape maneuver as he had been trained.  With autopilot off speed quickly accelerated and still in the flaps 2 configuration we exceeded the limit speed by about 5 knots for 5 to 10 seconds before speed reduced back into normal range. We advised TUS that we were missed approach and were vectored around to another visual approach and landing.Cause - Higher than normal workload; changing runways; keeping traffic in sight and terrain awareness.On calm wind days be prepared for approach from either direction on smaller airports with only one primary runway. Study terrain areas to plan for visual approach altitude you want to be at crossing them.




Synopsis: Air carrier flight crew reported GPWS Alert on approach to TUS airport.