elihoole/asrs-aviation-reports huggingface dataset:
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On base leg to Runway XXL at ZZZ called runway in sight and cleared for visual approach.  Aircraft was on a 90 degree intercept to runway and PF was delaying turn towards airport.  2;000 feet was selected on FCU and descent continued for approach.  Pilot Monitoring offered and executed direct to FAF to help with FMS sequencing and provide later guidance towards airport. After completing FMS programming 1;000 foot auto callout sounded.  Since aircraft was configured gear down and flaps 3 we continued with this configuration.  Since aircraft was low on profile we reduced descent to level off and intercept glide path from below.First trip for Pilot Flying in 2 weeks.  First trip back for Pilot Monitoring in 5 weeks.  End of 8:30 minute flying day.Better situational awareness concerning altitude on visual approach at night.  Less heads down time for programming FMS during night visual approach.




Synopsis: Air carrier pilot reported an unstabilized approach and cited lack of flying as a contributing factor.
Date: 201710
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SFO
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Ground Control cleared us to taxi to Runway 1R via A; A1. As the Captain began to taxi a fuel truck driving from the F Terminal to the G Terminal failed to yield. I called out the threat and the Captain immediately applied the brakes to prevent a collision. The fuel truck driver then looked at us and shrugged both his shoulders. I immediately reported the incident to the Ramp Tower in an effort to get details on the truck and the driver. I called the flight attendants to check if anyone was injured. The lead flight attendant indicated that everyone was okay except for her. She advised that she had been thrown forward and struck her shoulder against the galley. She added that she was going to take an aspirin and put ice on her shoulder. The Captain wanted to know if [she] wanted to go back to the gate to have her injury looked at by medical personnel but she declined and said she would be okay to continue the flight. The rest of the flight was uneventful.




Synopsis: B757 First Officer reported a Flight Attendant was slightly injured when the Captain came to an abrupt stop to avoid a collision with a fuel truck on the ramp at SFO.
Date: 202101
Local time of day: 0601-1200
Location: ROA.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ROA
ATC / advisory: TRACON ROA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: While approaching to land in ROA Runway 24 we were being vector by ATC for a straight in approach. At 4;000 feet in level flight.  The aircraft was approximately 3.0 NM southeast of the final approach fix of HIBAN. ATC issued us a turn 'To a heading of 290 to intercept the GPS course. Cleared for the GPS Y Runway 24 approach.' Shortly afterwards the aircraft GPWS system activated with 'TERRIN TERRAIN PULL-UP.' Pilot flying disconnect the autopilot and climbed to approximately 4;700 feet. Then turn to the assigned heading and intercepted the GPS course and continued the decent to land into ROA. On the approach flight crew verified altitude and position and told what had occurred. ATC verified that the aircraft was at the appropriate altitude and position. They also added that their minimum vector altitude in the area that the aircraft was at was 4;000 feet. The flight continued the approach and landed safely on Runway 24.Still unsure on what the cause of the GPWS.




Synopsis: Air carrier Captain reported a CFTT event while on the GPS Y Runway 24 approach to ROA.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: APU Controls
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Aircraft

Narrative: We turned off the APU just before takeoff. In the descent we realized it had never turned off. Switch was not effective. In consultation with Maintenance Control; I explained I wanted to let it continue to run until after starting both engines; since a huffer was not readily available. MX Control convinced me it was not an irregular operation since a running APU; sometimes all day (one generator out operations; etc.) is normal. 'You can always shut it off with a Fire Handle. Write it up after letting them see if it really has a problem.' In [final destination] the bite check showed no failures; but the overhead switch was still ineffective. We should have put it in the book and just sat.


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


Synopsis: B737-700 flight crew reported noting in flight that the APU shutoff switch was not working. Maintenance recommended they continue on another leg; which they did; but the Captain stated he should have written it up and not continued.
Date: 201808
Local time of day: 1201-1800
Location: PCT.TRACON, VA
Flight conditions: Marginal
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While in the BWI terminal [area] at 6;000 feet MSL we received a TCAS TA (Traffic Advisory) followed quickly by an RA (Resolution Advisory) to descend. I disconnected the auto pilot and began a descent to comply with the RA. Meanwhile the PM (pilot monitoring) notified ATC of our RA descent. We spotted the traffic (C172); passing nearly overhead at approximately 400 feet above us. ATC advised us that the traffic was supposed to be at 6;500 feet and seemed unsure what the parameters were for RA activation. Once clear of the conflict we returned to our assigned altitude and the flight concluded without any further problems.I believe we performed a correct TCAS RA procedure. However we discussed how quickly the TA became an RA in this scenario and how we must always be prepared to react.




Synopsis: EMB-145 Captain reported a NMAC in the vicinity of BWI airport.
Date: 201506
Local time of day: 0601-1200
Location: JAN.Airport, MS
Flight conditions: Marginal
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C JAN
ATC / advisory: Tower JAN
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: During the flight to JAN there was a line of thunder storms that extended East to West.  There was a break in the storms and a report from ATC of a successful approach and landing at the airport.  Stayed high to avoid storms inbound and descent into the airspace was uneventful.  The approach course was within the break in the storms I was the pilot flying the pilot monitoring had loaded the full RNAV 34 approach.  After being cleared for the approach we got established on the inbound course.  Without notification the aircraft began a right turn.  Realizing that the aircraft had begun to turn we disconnected the autopilot and attempted hand flying the aircraft back onto course.  Realizing that I was descending I began to increase power and climb the aircraft.  In the descent a terrain warning aural alert sounded and a go around/missed approach was initiated.Storms in the area had created a very high work load. The turn was caused by a full procedure turn that had been included during the FMS setup for the approach that should not have been there.  The excessive descent was caused by a work overload for myself as the pilot flying. Proper training in non-standard / unusual approaches / non-precision approaches in low visibility conditions.




Synopsis: Air carrier First Officer experiences an unexpected right turn at the FAF on the RNAV approach to Runway 34 at JAN. The autopilot is disengaged and the reporter attempts to hand fly the approach which results in a terrain warning and a go-around. The next approach is successful.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification
Second reporter function: Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: During an ILS approach to Runway XXR; the PF failed to slow early enough on final approach. PF configured later than desired considering the situation (fast due to earlier ATC request) resulting in the aircraft becoming high on glide path while slowing to configure for landing. PF needed to use a sink rate higher than desired to return to glide slope. We met the published parameters at all of our approach gates; but the first portion of the approach was unstable. We landed safely on XXR and proceeded routinely to the gate.The main lesson learned was to slow earlier on final approach to allow a more stable approach. We accomplished all checklists and procedures and landed safely; but the crew would have been more able to look for potential threats if the PF had flown a more stable approach during the first portion of the approach. PNF was just back from several months off - take away for PNF was to address a rapidly evolving situation sooner and prompt the PF to configure sooner.


Second narrative: [Narrative contained no additional information.]


Synopsis: Air carrier flight crew reported that the first portion of the approach was unstable due to not slowing early enough on final approach.
Date: 201207
Local time of day: 1201-1800
Location: LUM.Airport, WI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E LUM
ATC / advisory: UNICOM LUM
Second aircraft: Piper Aircraft Corp Undifferentiated or Other Model
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After the preflight check I started the engine and taxied to the active Runway 36. Prior to crossing Runway 9-27 en route I stopped; looked and broadcast my intention to cross and back taxi on Runway 9 on 122.8. I completed the back taxi and did my runup in the runup area at the end of Runway 36. I again looked for landing traffic; called on Unicom and entered Runway 36.As I started my takeoff roll I noted a Piper above and moving ahead of me. I wondered why he was there but figured it was someone being stupid or someone doing a go around. I stayed in ground effect until I could determine which way the Piper would turn off the center-line of Runway 36 then as he had pulled further ahead and to the left I turned right to the east gaining more separation.When I had climbed to 2;500 FT I pulled a chart from the backseat to double check the radio frequency. Then it hit me that I had been calling on the wrong frequency. Thus I had landed using an incorrect frequency on a weekend and had just reused it for this departure instead of the correct 122.7. The lesson I learned is to always recheck radio frequencies even though you have personally been the one who set them for an earlier flight.




Synopsis: A C-182 pilot who; inadvertently tuned to the wrong unicom frequency; was passed on his takeoff roll by a Piper making a go around.
Date: 201902
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Time Pressure
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On EAGUL Arrival for visual approach to Runway 8; passing OBASE; given clearance to descend from 6000 ft to 4000 ft. After initiating descent; I pointed out what appeared to be a drone at a one o'clock position. It appeared to be a few hundred feet higher and stayed to the north of our position. We did not need to maneuver the aircraft away from it. Alerted ATC Controller. Remainder of flight uneventful.




Synopsis: B737 Captain reported UAV sighting during a visual approach.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Speedbrake/Spoiler
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: FO (pilot flying) was executing the visual approach with the autopilot engaged and intercepted the localizer while slowing the aircraft down to flap extension speed with flight spoilers deployed. Although the approach was armed; the glideslope did not capture; which took both of our focus off the flight spoilers being deployed. FO then disconnected the autopilot and hand flew the approach in order to recapture the glide slope; as he was high on the approach. While configuring for the approach; the FO increased power to maintain proper approach speed. Once the FO called for flaps 45/landing check; he increased power again at the same time receiving a stick shaker for approximately two seconds and immediately lowered the nose to avoid the stall. It was at this time we both noticed the flight spoilers were deployed and I immediately retracted the spoilers. The FO continued to fly the approach in the proper configuration and was stable at 500 feet and landed safely.With the autopilot engaged and approach mode armed; both the FO and I were distracted with the glide slope not capturing. This led to our inadvertent oversight of the spoiler being deployed; leading to stick shaker on the approach. I have spoken to other pilots concerning this situation and this type of incident has happened on more than one occasion; with the aircraft not providing any kind of flight spoiler deployed warning prior to stick shaker. Recommend that 'Spoilers Retracted' be added to the Landing checklist in order to avoid this type of situation in the future.




Synopsis: CRJ-200 Captain reported that the First Officer left the spoilers extended during approach and both crew members became distracted after the glideslope failed to capture. While troubleshooting the glideslope issue; the stall warning activated when flaps 45 were selected.
Date: 202202
Local time of day: 1201-1800
Location: RNO.Tower, NV
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C RNO; Class E ZOA
ATC / advisory: TRACON NCT; Tower RNO
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Ambiguous

Narrative: [There was] possible 5G interference. [I was] flying a visual approach backed up with the RNAV RNP Runway 16L; between WORTH and URATE; fully configured for landing. LNAV and VNAV were both engaged and performing normally. Then just before URATE; VNAV suddenly showed us below the PATH; although the Flight Mode Annunciator was showing VNAV PATH. The auto throttles added thrust and we could visually see that VNAV was getting the aircraft high on the PAPI. I disconnected the autopilot and auto throttles and hand flew the aircraft using V/S mode and the heads-up display. I didn't notice any abnormal Radio Altimeter indications.




Synopsis: Air Carrier Pilot reported on approach the VNAV indicated the aircraft was below the flight path while the FMA indicated on path. Pilot stated this could have been caused by possible 5G interference.