elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the flying pilot and returned to the seat about 45 minutes prior to landing. I received a briefing from the Captain and started to set up for an arrival and landing on Runway 09L. All aircraft operations appeared normal. We accomplished an arrival briefing and descent checklist. We flew a 30-Flap ILS to Runway 09L. Shortly after touchdown; right after I deployed the thrust reversers; we received a HYD QTY R EICAS (Engine Indicating and Crew Alerting System). We completed the landing noting that the right (#2) thrust reverser initially failed to stow. I pulled up the EICAS status page and the Right Hydraulic System Quantity read 0.19rf and the Pressure was 2900psi. While on roll out; Tower notified us that they observed white smoke trailing from the right side of our aircraft. They could not specify exactly where it was coming from. We informed them that we had lost hydraulic fluid and they may want to inspect the runway. We were concerned about the stopping ability of subsequent aircraft being affected. Tower asked us if we needed assistance; we said no. Tower said we would see fire trucks off to the side who would inspect us and follow us to the gate. We thought that was prudent; and ARFF (Airport Rescue and Firefighting) did not report any indications of a fire. We shut down the right (#2) engine; ran the HYD QTY (R) QRH; and taxied to the gate. We completed the parking checklist and sent [a logbook] report. When we deplaned and inspected the aircraft; there was a significant hydraulic fluid leak coming from the right (#2) engine strut. ARFF had already deployed absorbent material and was monitoring the situation. We were cleared off by ATC and ARFF.




Synopsis: B767 First Officer reported a hydraulic system failure during landing rollout.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were on the arrival into ZZZ approaching ZZZZZ Intersection. The workload was just starting to increase as we were leveling for a crossing restriction and slowing for a speed restriction just ahead. GEN 1 tripped offline with the associated caution message. I immediately called for the QRH. As the First Officer (FO) started the procedure we were interrupted by a radio call that he immediately answered. At this point the procedure got rushed and I reset the generator without proper confirmation from the FO. I reset the wrong generator switch; resulting in an inadvertent Air Driven Generator deployment. The electrical transient also caused a flap fail with flaps at 0 degrees. We spent the next several minutes prioritizing the associated caution messages and running the applicable QRH procedures. Midway through the flap fail procedure the decision was made to divert. We were finishing that procedure while on vectors for [the] ILS. We then took several delay vectors to finish the procedure; re-check weather; brief the approach; and run normal checklists. We landed uneventfully and taxied to the gate.The event was caused by me getting in a hurry and deviating from established methods of running QRH procedures. Slow down and methodically run the QRH procedures slowly and deliberately.




Synopsis: CRJ200 Captain reported a GEN 1 trip during arrival but during the QRH procedure GEN 2 was inadvertently reset which caused the ADG to deploy and a flap fault.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
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: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Fatigue
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cruising at FL350 fat; dumb; and tired we were told to cross [a fix] at FL310. The First Officer was the pilot flying. He entered FL310 in the altitude window. We both pointed and confirmed. He entered the crossing restriction in the FMS; I confirmed and he activated. We both went back to staring out the window. I heard ATC tell someone to descend to FL310 and the First Officer and I simultaneously realized we were less than a mile from the fix still at FL350. He initiated the descent; I called ATC. The Controller made a couple other calls; and then told us to descend and maintain FL310 as well as a frequency change. I acknowledged and said thank you; he said no problem. The flight continued uneventfully. The fact is we flat out screwed up. We both thought we confirmed we were in VNAV. We watched the airplane closely on the remaining VNAV applications; it worked fine so I can only think we did not engage VNAV upon receiving the crossing restriction. We were both fatigued and had actually discussed taking coordinated naps about an hour prior to this happening; but neither of us did.... The First Officer was sick the entire trip and not sleeping well. We had very early morning shows two days in a row. The simple fact is we didn't operate the airplane properly.




Synopsis: ERJ170 flight crew missed a crossing restriction after failing to activate VNAV until alerted by ATC. Captain listed fatigue as a contributing factor.
Date: 201902
Local time of day: 1201-1800
Location: ILM.Airport, NC
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class D ILM
ATC / advisory: Tower ILM
Reporter organization: Government
Reporter function: Approach; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the OJTI [On the Job Training Instructor] during this session. Aircraft X was inbound to ILM from the North. Developmental assigned the aircraft a downwind heading for Runway 06 and descended him to 020. Developmental started talking to other aircraft and facilities. I did not notice initially that Aircraft X was descending to 020 instead of 030. I told the Developmental he needed to do something with Aircraft X. Developmental turned and climbed Aircraft X. Aircraft X took the altitude climb but said he did not want to turn due to the antenna and continued on the downwind through the MVA [Minimum Vectoring Altitude].I should have took control of the session more aggressively and not allowed the Developmental to get distracted by other facilities.




Synopsis: CL65 instructor reported not hearing the developmental issue an altitude below the Minimum Vectoring Altitude.
Date: 201901
Local time of day: 0601-1200
Location: FTY.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class D MGE
ATC / advisory: Tower FTY
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: We were being vectored into FTY off of the WRGNZ Arrival.  We were vectored after passing SKYME and had passed PDK; and had been informed we were number 2 and climb back up to 4;000.  We had been vectored away from FTY.  I informed Approach I had FTY in sight.  I did not back up my sighting of the airport with all of the instruments I had in the aircraft.  I remember thinking how it was severe VRF and I needed to keep my eyes looking for other aircraft.  I had the RNAV 26 procedure in the GPS and had quit looking at it once I identified the (wrong airport) airport.  I was cleared to land and lined up with MGE Runway 29.  There was a strong crosswind and was not alarmed by the divergence in heading.  We were informed we probably did not want to continue the landing because we were lined up with KMGE.  Upon making the turn toward FTY I got my first look at the magenta line going into FTY and the last time I had reset the direct to into FTY.  I was sickened and amazed.  I failed in too many ways.  I will always use all of the instruments and pay better attention to the airports that are close so I don't make the mistake again.  It would have been so easy to have sequenced the Route to FTY once they routed me away from FTY.  There is no excuse for not sequencing the GPS to FTY and backing up what I thought I was seeing.  Once I identified FTY visually the navigation sequence of flight was complete in my mind.  I will not make this mistake again.




Synopsis: GA pilot reported lining up for the incorrect airport before ATC questioned the heading.
Date: 201807
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon touchdown; I felt the nose gear give. I tried to hold the weight off of the nose wheel with some back pressure. The plane slightly bounced and rolled to a stop. Upon stopping on the active; it was clear that the nose wheel was broken and that there was a prop strike. The mechanic on site stated that the landing gear was down and locked; the gear broke. There were no injuries to anyone or damage to any other plane or property. Looking back; I wish I had more training on emergency landing situations.  Going forward; I must look for this type of training before flying again.




Synopsis: C182RG pilot reported the nose gear failed on touchdown. Gear was reportedly down and locked.
Date: 201506
Local time of day: 1801-2400
Location: PHL.Airport, PA
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class B PHL
ATC / advisory: Tower PHL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: As we were beginning the approach for Runway 9R into PHL; just outside the final approach fix (KELEE) we encountered severe turbulence causing a momentary loss of aircraft control. We initially lost about 400 feet of altitude then an immediate reversal of the descent to about 2000 FT per minute climb to about 3;500 FT MSL before regaining control over the altitude. We also received roll deviations which were corrected. Upon the initial encounter of the turbulence; I called for a go-around and proceeded to advise ATC of the severe turbulence and advised we were not able to maintain our assigned altitude of 3;000 ft. The First Officer maintained wings and pitch level as best he could and added power as I brought the condition levers up. We received a vector to exit the approach corridor and proceeded south where we continued to receive moderate turbulence. We reconfigured the aircraft for normal flight and advised ATC we would need to divert.  Heavy rain showers in the area created moderate turbulence all around PHL. ATC advised the approach corridor looked acceptable on the radar so we accepted the approach clearance. We also did not detect any signs that severe turbulence may occur on the aircraft radar. We proceeded with a go-around and exited the area of severe turbulence and diverted. A maintenance write up was made because of the severe turbulence encounter. I believe there is a stigma about calling turbulence severe. If the aircraft in front of us had advised ATC that the turbulence was in fact severe; we would have never proceeded with the approach. After landing; the pilots of that aircraft in front of us had also diverted and admitted they should have reported the encounter as severe. Pilots should be reminded that it not only affects them when they label turbulence severe; but also keeps other aircraft from going through that same area.




Synopsis: Dash 8 Captain reported encountering severe turbulence on approach to PHL; which resulted in momentary loss of control. Flight crew chose to divert to a suitable alternate.
Date: 202012
Local time of day: 0601-1200
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: Climb
Airspace: Class A ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing ZZZ cleared to 6;000 ft. right turn [Heading] 240 off Runway XX after takeoff cleared direct to ZZZ1 [VOR] executed that on CDU (Control Display Unit); but it did not show on NAV (navigation) display on either Copilot or Captain side. Then issued direct to ZZZ2 [VOR] executed that in CDU still no magenta line for course guidance on either NAV display. CDU was working properly with course and distance. We then noticed we could not select STA WPT ARPT DATA POS from the NAV display selector panel. So we hard tuned the VOR in the CDU and asked for radar vectors to ZZZ2 [VOR] because it was 300 plus miles away. We noticed the lack of GPS on NAV display so I checked GPS in the CDU; it seemed to be working correctly. We informed ATC we were no longer slant Lima equipped. I called Dispatch for help and to get approval from ATC to operate that way. We received a reroute from ATC and Maintenance Control did not see any malfunctions with NAV system. Also our TCAS had malfunctioned during climbout; so we were no longer RVSM capable. We advised ATC of this also and descended. I went through the NAV unreliable checklist that was no help. After about 60 minutes of flight GPS and NAV display control panel started working normally TCAS was still inoperative.




Synopsis: An air carrier Captain reported GPS interference.
Date: 201708
Local time of day: 0601-1200
Location: BOI.TRACON, ID
Light: Daylight
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C BOI
ATC / advisory: TRACON BOI
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Chart Or Publication; Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: An aircraft was on the RNAV Y approach. I vectored and used speed control to put Aircraft X behind the aircraft on the RNAV Z approach. I failed to anticipate the compression caused by the aircraft on the RNAV Y slowing and the arc of the approach cutting the corner and did not provide enough space. Aircraft X was on the arc portion of the RNAV approach below the MVA (Minimum Vectoring Altitude) and I had to cancel their approach clearance and vector and climb them to resolve the separation with the aircraft on the RNAV Y.I told Aircraft X to cancel approach clearance and fly heading 100 and maintain 7000 feet. He read it back and I said 'correction turn left hand turn heading 280 maintain 7000.' Another aircraft checked on and I told them to stand by and went back to Aircraft X who was showing in a full right turn to continue the right turn because left at that point was worse for terrain than keeping the right turn going. He said 'we are already established in the left hand turn is this going to work?' I told him 'no delay climb to 7100' which is the MVA. He clipped the lower right hand edge of that MVA climbing through 6700 feet.Sequencing the RNAV RNP approach is difficult. I will not try to do that again without building in more space. I think my heading change caused the pilot to turn the wrong direction making a bad situation worse.




Synopsis: BOI TRACON Controller reported insufficient spacing caused an aircraft to be vectored off the RNAV Approach into a higher MVA.
Date: 201709
Weather elements / visibility: Rain
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: As reported repeatedly; as recently as last week; requesting clarification and tightening of procedure for meeting 737-900 which requires a tail stand. This is the 3rd incident I've encountered in the last week. There appears to be a question as to what responsibility the zone controller has in informing ramp agents that the flight on the ground is a 737-900. In this instance the zone controller said he called the flight on the ground and the agent acknowledged with tail stand ready. The problem being and irregular weather operation day and manpower being at a shortage; staffing requested another ramp agent to leave what he was doing at one gate and run around the corner to meet this arrival. In his haste; he was completely unaware it might be a 737-900 and pulled up to the flight; although he did receive a signal from a ramp agent to move forward. Once the jetway was in place he moved to the lobby of the gate to greet the flight. It was there we received a call from the flight crew stating the jetway needed to be fixed as a lady just fell. The agent went down the jetway and reported to me that the jetway had dropped about 6 inches. There was no jetway alarm that sounded. Customer walked off the jetway and did not stop to talk to me at the top. We were not able to gather any information regarding the identity of who it was that fell.




Synopsis: Ramp Controller reported requiring guidance on the B737-900 since the aircraft requires a tail stand.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While performing a rejected takeoff I heard an aircraft behind us get clearance for takeoff on our runway. We were unable to get a word into ATC to advise them that we were rejecting. There was so much talking and people stepping on each other to figure out takeoff sequences. I would have preferred to remain on the runway to evaluate the reason we rejected; fumes in the cockpit. I chose to exit the runway in hopes of not being ran over.I do not think aircraft should be cleared for takeoff before the preceding aircraft has departed the runway.




Synopsis: ERJ-175 Captain reported he was concerned about a potentially dangerous scenario developing when ATC cleared an aircraft for takeoff on the runway he was executing a rejected takeoff on because of fumes in the cockpit.