elihoole/asrs-aviation-reports huggingface dataset:
Date: 201905
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B757 Undifferentiated or Other Model
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Set up for ILS XL after all-nighter to ZZZ. Conditions at ZZZ : rain; 1300 ft ceiling; visibility about 5 miles; dark; 15 knots of wind from NE. Assigned 170 knots to marker. Reached marker at flaps 20; 170 knots. Called for gear down at marker then flaps 25. I didn't wait long enough between gear and flaps 25; so configuration warning horn sounded. At first I didn't recognize what the horn was for so I grabbed the yoke thinking it might be the autopilot disengaging. I then realized it was just the configuration warning. I leaning to right to look for the flaps 30 speed limit (I normally turn up the panel lights on approach; but I forgot this time). After reading the flap limit speed I looked back at ADI and saw we were in a nose low and left bank attitude. It was then I realized the autopilot was off. I must have hit the autopilot disconnect switch when I grabbed the yoke. I pulled back up to flight director and got back on correct LOC/GS path. At this time ATC issued a low altitude alert. Rest of approach and landing uneventful.




Synopsis: B757 Captain report accidentally disconnecting the autopilot; becoming distracted and receiving a low altitude alert from ATC while on final approach.
Date: 202201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Night
Aircraft: ATR 72
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: Captain briefed de-ice crew on ATR de-ice/anti-ice procedures prior to block-out. Aircraft received Type 1 and Type 4 fluid. Runway XXC was assigned and the taxi time was approximately 12 minutes. Aircraft level 2 ice protection was set during before takeoff procedures. On departure; aircraft rotated at Vr and immediately pitched up to high pitch attitude. Captain was the PF (Pilot Flying) and he commanded full nose down pitch trim to no effect. At approximately 1;500 ft MSL; the aircraft ice detection warning was triggered and IMC conditions were entered. PM (Pilot Monitoring) engaged level 3 ice protection. Crew leveled at 3;000 ft AGL; advised ATC; and requested return to [Runway] XXC. PF was using full strength and both hands to maintain a non-stall attitude. PM pressed against the flight controls with his leg to provide additional bracing to aid the PF in leveling the aircraft. Crew executed ILS XXC to land. Upon return to the ramp; significant ice accumulation was found on the aircraft during post flight.   Uncommanded pitch-up after takeoff without PF input. Suspected ineffective de-ice procedure on T-tail horizontal stabilizer and elevators; likely accumulation inhibited pitch trim functionality. Hand flown return to land on ILS XXCDespite the Captain briefing the de-ice crew on procedures and having an outside observer to confirm adequate deice and anti-ice procedures were performed; the T-tail stabilizer is not able to be checked due to the height above ground. This results in flight crews entrusting that de-ice crews performed to standard on a critical flight control surface. Consistent and vigilant de-ice/anti-ice training and certification must take place for all ground crews on all fleet aircraft.




Synopsis: ATR-72 flight crew reported a loss of pitch control during departure and an accompanying alert from the ice detection system. Crew regained control and returned to the departure airport where significant ice accumulation was observed.
Date: 202011
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: In an effort to depart the gate early; I released the brakes and gave the ground crew permission to push the aircraft off the gate. Immediately after; I realized that we had not yet received our final Dangerous Goods report. After the pushback was completed; a request was sent to the station operations to send the report. The final Dangerous Goods report was sent within minutes.


Second narrative: Both Captain and First Officer took note of needing the final Dangerous Goods summary prior to push back; xxx pushed back without the document. The error was noted immediately as the push commenced. An additional written item (Final Dangerous Goods summary) will be added to the list of other items I currently look at before departure.


Synopsis: Flight crew reported flight pushed off gate without required Hazmat documents. After a minimal delay documents were received; flight complete an uneventful flight.
Date: 201901
Local time of day: 0601-1200
Location: MYGF.Tower, FO
Flight conditions: IMC
Light: Daylight
Aircraft: SF 340B
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D MYGF
ATC / advisory: Tower MYGF
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Airspace Structure; Procedure; Human Factors; Company Policy
Primary problem: Procedure

Narrative: Freeport Approach instructed me to descend to 1;600 feet and then cleared me for the VOR 24 Z Approach and to contact Freeport Tower. Approaching the VOR for the outbound leg; Tower cleared another aircraft for departure on Runway 24. At approximately 3 miles from the VOR the 'traffic' alert sounded. I asked the position of the departing traffic and the Tower Controller said 'no factor.' The departing traffic said 'it would have been nice if they were informed about the possible conflicting traffic and that they almost got a heart attack.' I continued the approach and landed safely. After landing I asked why it was necessary to launch an aircraft into my approach path considering we were the only aircraft in the area. Tower advised me that I should have been at 2;000 feet. Tower control had no communication with approach that I was cleared to 1;600 feet and to commence the approach. I insist on better communication between Approach and Tower Control in Freeport.




Synopsis: Saab 340 pilot reported the Tower cleared an aircraft for takeoff resulting in a conflict with them as they were conducting an approach.
Date: 201812
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
ATC / advisory: TRACON PHX
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared to descend via the EAGUL 6 arrival landing Runway 8. The arrival had been validated by both pilots. I had briefed a threat regarding difficulties the Airbus has on this arrival landing on Runway 8 crossing BOHTX; GEENO and QUENY. As we approached the HOMRR fix the autopilot began a level off to cross HOMRR at 17;000 feet; with the FMA indicating a level off for a hard altitude restriction. The autopilot then started to corrected back to the path as we manually intervened to make sure we successfully meet at or below altitude restriction and stayed on the vertical path. The FMA and PFD; however; continued to show a level off for a hard restriction until we crossed HOMRR at which point they reacquired the path. I was able to confirm in the MCDU before crossing that the HOMRR altitude crossing was indeed set correctly for at or below 17;000 [feet] and not at 17;000 feet. We continued to manually intervene to meet the BOHX and GEENO crossing retractions as this had thrown the descent profile off. An AML entry was made for the FMS anomaly. The EAGUL 6 arrival continues to be a problematic one for the Airbus between HOMRR and QUENY; especially when flying an A321 with a tail wind. In this case; we were flying an A319 without a tailwind. I have consistently seen the FMS place itself at the top of the BOHTX fix to then have difficulty making the next altitude window and speed at GEENO; followed by an attempt to dip under QUENY to slow and make the HINEY restriction. Typically; these issues will present themselves a mile or so outside these fixes leaving next to no time to intervene; while all the time the FSM shows on the vertical path meeting the restrictions. If you don't know what's coming (and even sometimes when you do) you can be caught unawares. In lieu of an adjustment to this segment of the arrival; a special briefing item on the Jeppesen company charts regarding this segment of the arrival may help increase unfamiliar crew awareness.




Synopsis: A319 Captain reported it appears Airbus aircraft have difficulty complying with altitude restrictions on the EAGUL6 arrival into PHX.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/General
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other de-icing ramp
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: While configuring the aircraft for deicing in accordance with checklist; First Officer was attempting to turn off broadband switch in a dark; pre-dawn cockpit; and inadvertently deployed passenger oxygen masks.Turning off broadband switch is a relatively new procedure; and the switch is in close proximity to not only passenger oxygen switch; but flight recorder switch as well.Paying more attention prior to activating switch; but broadband switch could be moved to a less critical area on the overhead panel. When passenger oxygen masks were accidentally deployed; all passenger masks deployed. However; none of the forward galley masks deployed; and aft galley aircraft right masks failed to deploy.In an actual depressurization event; this could have been problematic for the flight attendants in their jumpseats unable to use the masks.




Synopsis: B737 Captain reported the First Officer inadvertently activated the wrong switch during de-icing procedures and deployed the oxygen masks.
Date: 201807
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Throttle/Power Lever
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Troubleshooting; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was PIC in an Ercoupe 415D. We departed and intended to travel down the shoreline below the Class B airspace. I noticed a decrease in engine power to 1500 RPM. I attempted to increase throttle and noticed there was no response to increased or decreased throttle movement. The RPM stayed at 1500RPM. I first suspected possible carburetor icing; but after applying carb heat; this was determined not to be a factor. At this point; the aircraft lost airspeed and began to lose altitude. I reduced speed to best glide and advised my copilot to find ZZZ Tower frequency. I made a mayday call to ZZZ Tower and he advised us to proceed direct ZZZ. I advised we were unable and would be landing somewhere along the shore. He advised us of [a nearby road] as an option. I began to glide toward [the road] for landing. Shortly before touchdown; my copilot advised me of a bridge ahead. Considering speed; altitude; and energy; I opted to fly under the bridge and touchdown just after the bridge. The left lane traffic opened up allowing us a clear landing area. I applied heavy braking and brought the aircraft to a stop. Both occupants of the aircraft were uninjured and there was no damage to the aircraft. [We] concluded the throttle cable had broken at the throttle arm on the carburetor. The engine was operating normally; but there was no way to control the throttle position which was near idle.




Synopsis: Ercoupe 415 pilot reported a throttle linkage failure; and subsequent loss of power; which resulted in a successful off field landing on a nearby highway.
Date: 201908
Local time of day: 0001-0600
Location: TUS.Airport, AZ
Flight conditions: VMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C TUS
ATC / advisory: Tower TUS
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Daytime; VMC; unlimited visibility.  Clears for the visual outside of WASON.  On the descent from WASON we got a terrain; terrain; the flying pilot adjusted his descent to extinguish the aural warning and continued to a landing.Severe clear; clear for the visual and the terrain in sight.Be sure your on the localizer before descending to altitude step down fixes.




Synopsis: A319 First Officer reported a terrain warning while in severe VMC conditions.
Date: 201509
Local time of day: 0601-1200
Location: C90.TRACON, IL
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E C90
ATC / advisory: TRACON C90
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; 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; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: During descent on the WATSN2 RNAV Arrival into ORD and cleared to descend to and maintain 12;000 feet at HULLS; at about 14;000 feet on the autopilot we encountered wake turbulence from the aircraft ahead of us. We rolled left and right in excess of 30 degrees before flying out of it. We enquired about the type of aircraft in front of us--it was a B-737. Shortly thereafter we re-entered its wake with the same result and immediately requested a slight deviation 10 degrees to the right. The Approach Controller stated he was unable to approve that due to departure traffic from O'Hare. To avoid entering the wake a third time; I disconnected the autopilot and hand flew the aircraft slightly above and to the right of the RNAV path. This resulted in the failure to be level at HULLS at 12;000 feet; crossing it instead about 500 feet high. Once level I re-engaged the autopilot and resumed the WATSN2 Arrival. No further wake encounters occurred.


Second narrative: [Report Narrative Contained No Additional Information.]


Synopsis: A319 flight crew reported encountering wake turbulence in trail of a B737 on the WATSN2 arrival to ORD that resulted in rolls left and right in excess of 30 degrees.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I; [the] instructor; and my instrument student took off. We were on an instrument flight plan in VMC conditions in a Piper PA-28/G. On our second approach into a nearby airport and 45 minutes into the flight we had engine failure. We were on the GPS 30 with my student at the controls and under the 'hood'. We were 1.5 NM from the airport; off-center final to Runway 30. The landing checklist had been completed. The wind conditions reported was calm. We were on the CTAF and I declared a mayday and engine failure on this frequency. Immediately recognizing the problem as engine failure I took the controls and instructed my student to switch fuel tanks. At this point we were 400 to 500 FT AGL. I immediately banked the aircraft 90 degrees to my left and aimed for a field. I adjusted the throttle to no avail. I deployed full flaps due to airspeed and the shortness of the field. At this point we were around 88 KTS. I saw a berm in the field and wanted to miss it so we touched down just after. I brought the yolk fully aft and used maximum braking to avoid the telephone poles and road at the end of the field. The airplane started to skid and came to a halt 60 FT from the pole. We turned everything off before exiting the aircraft.




Synopsis: An Instructor took control of the PA-28 and landed off airport after the engine failed at 900 FT while his student was flying a GPS approach.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Human-Machine Interface; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Aircraft

Narrative: Climbing out of ZZZ enroute to ZZZ1; ATC issued a climb clearance to FL250.  The aircraft prematurely leveled off at FL240.  ATC again advised us to climb to FL250 before the error was caught. I asked the First Officer why the aircraft leveled off early. He stated I don't know why; but it did the same thing last week. The MCP was correctly set to 250.  Later that day the aircraft again leveled off prematurely at FL360 when the MCP was set to 370.  After some investigation it appears the performance data is loading the FMC with an intermediate level off altitude and not the final cruising altitude.In our case; the flight from ZZZ-ZZZ1 was planned to level off at FL240 with a later step up to FL250.  The later flight from ZZZ2-ZZZ1 was planned at FL360 to ZZZZZ; then FL390 to ZZZZZ1.  I have been out on extended leave for the last 5 months and asked the Chief Pilots if there was a notification to the pilots of a software change.  They were not aware of any.  On my commute flight from ZZZ-ZZZ1; I advised the operating crew of the report I was writing and to let me know if it did it again.  They informed me after the flight that it did it again; and that they were unable to change the cruise altitude.  They had to use V/S to keep the aircraft climbing to FL 250.  Investigate if there was a software change and why it may not have been relayed to the pilots.  My Pilot Monitoring should have also caught the error.




Synopsis: Air Carrier Captain reported the aircraft leveled off 1;000 feet before assigned altitudes multiple times; and during multiple trips.