elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Weather elements / visibility: Windshear
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: While on approach to [ZZZ1]; we were advised by ATC the previous aircraft reported a 15kt gain in airspeed and went around. We also experienced the 15 kt gain about 2 miles out and it lasted a couple of seconds then calmed down. We thought that would be all so we continued; however; as we approached the end of the runway; we experienced a gain of 20+ kts and at idle thrust was continuing to gain airspeed so we executed a go around. We then were vectored to runway 23 approach. We were on about a 5 mile final for 23 when ATC broke us off the approach and vectored us to 36R approach. We proceeded to 36R and we received a wind shear alert around 500ft so we again executed a go around. Once we climbed out we were informed no one was getting into [ZZZ 1]; I checked our options at that time and realized we were unable to proceed anywhere else. At that moment; we were predicted to land with 1000 lbs of fuel and burning into our reserve fuel. I informed ATC we were approaching emergency fuel and needed to land. We were vectored to 36C and landed with no further discrepancies. The winds during the 18R approach were around 270@8kts favoring 23. Once on 23 approach the winds had moved to 350@12G23kts. During the 36R approach the winds were still 350@12G23. Then finally; 36C winds were 350@7kts however the 2 aircraft before us went missed and did not land. When finally at the gate our FOB was about 1;290lbs.


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


Synopsis: CRJ-200 flight crew reported a low fuel situation after executing multiple go-arounds due to windshear conditions.
Date: 202008
Local time of day: 1201-1800
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B LGA
ATC / advisory: TRACON N90
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure; Airspace Structure; ATC Equipment / Nav Facility / Buildings
Primary problem: Procedure

Narrative: LGA was doing Visual Approaches with the charted Visual Approach. I had never done this approach prior. Although this is a Visual Approach; we built the approach into the FMS for situational awareness. We made the turn toward the runway and the controller stated that he got an altitude alert of 900 feet. I immediately disconnected the autopilot and leveled off and went straight to the runway. I was below the VASI but held my altitude until I was back on the VASI for a stabilized approach and landed safely. I was over water and free of obstacles. The biggest issue was attempting this difficult approach at night without knowing exactly what and where my references are. The approach plate has no altitudes to fly except to the starting altitude of 2500 feet. Fatigue and night flight compounded the issue. I suggest ask for the RNAV approach. After landing; I realized other planes were doing the RNAV  approach. Why? I was told they are not authorized. Possibly we should not be also or at least do the approach during daylight before attempting at night.




Synopsis: Pilot reported while conducting a Charted Visual Approach at night they received a low altitude alert from ATC.
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Dusk
Aircraft: DA40 Diamond Star
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Student on approach to landing went below recommended approach speed. Upon my verbal command (then subsequent advance of throttle); the student relinquished controls; dropping the nose and fracturing the nose gear off. I then took full control of the aircraft and proceeded to go around. Upon climb out I announced our dilemma to the Tower and requested a few low passes to so they could asses our gear. After a few passes and learning the nose gear was gone. I made a few practice approaches then ultimately made a soft field landing. No injuries or serious damage to the aircraft.




Synopsis: DA40 Flight Instructor reports taking control of the aircraft from his student during landing when speed becomes to low. The nose is allowed to drop causing the nose gear to seperate from the aircraft.
Date: 201505
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: Marginal
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SFO; Tower SFO
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After push back; we received the taxi clearance from ground to give way to [a specific carrier] left to right; then taxi to runway 28L for departure via A; F1; F cross runway 1L and 1R. I read back the clearance and wrote it down. Upon exiting the ramp and entering alpha northbound we were told to monitor tower on 120.5 almost immediately. I replied and complied. Both pilots were heads up at the time monitoring the taxi to confirm runway crossings. While turning northeast onto F1 my captain repeated we were clear to cross both runways and stated clear left. I confirmed the clearance with him stating affirmative. As I was visually clearing 1L and 1R I noticed lights illuminated on 1L and an aircraft moving at a high rate of speed on 1R. I told him to stop the aircraft while I confirm our clearance. Tower told us we were not cleared to cross the runways and to hold short. I mentioned we had been given clearance by ground. I indicated we were over the 1L hold short line by about 3 feet. At this point the aircraft departing 1R passed and he cleared us across both runways. Nothing was mentioned afterwards by the tower relating to this.   The ground controller seemed to give us clearance across runways that he was not authorized to. Possible coordination error on the tower controllers.SOP's and remaining heads up; clearing runways while crossing avoided a potential serious event.




Synopsis: Pilot reports being instructed by Ground Control to taxi to a specific runway and in doing so was given crossing instructions for two runways. Pilot was told to hold short of the last runway while non-flying pilot checked with Tower due to seeing traffic on the runway. Pilot then gets on locals frequency and is told they weren't given crossing instructions. Aircraft was over the hold short line by 3 feet while departing 1R traffic passed and became airborne.
Date: 201911
Local time of day: 0601-1200
Location: SEA.Airport, WA
Flight conditions: IMC
Weather elements / visibility: Fog
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Landing
Airspace: Class B SEA
ATC / advisory: Tower SEA
Aircraft component: Autoland
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: A3 autoland failure. First Officer's leg. Weather was below Cat I minimums so we switched to an HGS HUD hybrid autoland; Captain flown.Engaged second auto pilot on a 10 mile final; had to re-engage both auto pilots and reset both master flight directors twice on the arrival. Prior to entering IMC; as briefed we switched to a heads up display arrival with increased minimums when the autoland autopilot system failed again. Shortly after that I received an approach warning in the heads up display; and with the approach lights [and] runway in sight; we completed the landing.The landing was on center line; but very firm. The taxi and shut down after that the normal. We wrote up the A3 automated system; and put it in the book. We debriefed the landing for the passengers and the crew.Maintenance is going to investigate the HUD; A3; and autopilot.




Synopsis: B737-NG Captain reported that an autopilot failure during approach resulted in a firm landing.
Date: 201712
Local time of day: 0601-1200
Location: CRG.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Landed airplane safely. The current weather was reporting winds of 210 at 06. After touchdown around of all the gear near A3 the plane started to veer to the right; I started to add pressure to the left rudder and the plane continued to veer to the right until it rolled off the runway into the grass just before A5. The plane crossed A5 and back into the grass then came to a complete stop. I was able to bring the plane back onto the pavement and safely taxi off of 14 at E and taxi back to the ramp.




Synopsis: A C172 student pilot lost control after landing and departed the runway.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was giving flight instruction. A few minutes before reporting 10 miles west from ZZZ my student told me that he was feeling motion sickness and decided to give me the flight controls. I took the flight controls and the communications. I reported 10 miles west of the airport and the Controller told me to report and enter the right base for Runway XX. I misunderstood the communications and thought that he asked me to report three miles west of the airport. Before reporting three miles from the airport I noticed that there was an aircraft flying closer to me but at a lower altitude. After that the Controller repeated the original instructions. At that moment I realized that I misunderstood his instructions. Then he asked me just to enter the pattern following that traffic and land. When I landed and exit from the runway; ATC asked me to call Tower.




Synopsis: GA Flight Instructor with a student reported an NMAC during a visual approach after mistaking ATC instructions. The instructor was at the controls after the student experienced motion sickness.
Date: 201507
Local time of day: 0601-1200
Location: P08.Airport, AZ
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Initial Approach
Airspace: Class E P08
ATC / advisory: CTAF P08
Reporter organization: Personal
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: First; when entering on the 45 for the left downwind runway 05 at Coolidge another Cessna came close to our right side with the same intention of entering the pattern. Prior to that we already made our calls; and the Cessna claimed it would be no factor since he was behind us. Unfortunately this was not the case. The Cessna called he was going to initiate a 360 for spacing to the left; this was not the safe direction to do that; and while saying 'left' he turned right. Since then; I kept an extra eye on the Cessna since he did the opposite of what he was saying on the frequency. Second; when the student flying turned final and made his call; the Cessna turned an early base and was on collision course with us again by cutting us off by turning a short final at a lower speed. I called out that the Cessna initiated this maneuver and soon the student flying and the instructor had him in sight and initiated a go around. Third; after completing the go around we turned left crosswind in order to give it another try. The Cessna did not respond to our go around call and kept continuing his patterns without taking other aircraft into account. Soon after we turned crosswind; the Cessna cut us off again by turning an early crosswind instead of following us in the pattern. From this moment we angled out and flew a wide downwind in order to leave the pattern since it was not working out with this other airplane in the pattern. The student flying made all calls properly.




Synopsis: F-33A student pilot reported an airborne conflict with another aircraft in the pattern at P08.
Date: 201909
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Between Seelo and Jenks intersections at FL 360; the JAX ARTCC Frequency 134.850 gets bleed-over from IAD ATIS; and is very difficult to hear JAX ARTCC.

Callback: Reporter stated that other aircraft were reporting the same problem on that day but that on subsequent flights on that route; he did not experience the problem in that area.



Synopsis: Air carrier First Officer reported experiencing difficulty communicating on JAX ARTCC frequency 134.85 since it was blocked by Dulles ATIS; which is the same frequency.
Date: 201807
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other boarding
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: A Smart bag with its Lithium ion battery intact was tagged for gate check this morning. I checked the port and discovered that the battery had not been removed. We notified Customer Service; who took the bag to identify the customer (who'd already been enplaned). They were unable to remove the battery. The bag was reunited with its owner and transported in the cabin as per SOP.




Synopsis: Ramp employee reported a smart bag with Lithium Ion battery installed was reassigned from cargo to passenger cabin per HAZMAT regulations.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 135
Flight phase: Parked
Reporter function: Technician
Human factors: Time Pressure; Situational Awareness; Fatigue; Distraction; Communication Breakdown; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other On Ramp
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While performing post maintenance ground runs; engine cowling was left propped up during engine start. We had done one prior ground run to get the initial T/R (Tail Rotor) vibe reading; and shut down. I made an adjustment to the T/R. Pilot performed walk-around; and attempted to start the aircraft again. We got an amber GOV (Governor) light. I had him cycle the power and try again; but we got the amber GOV again. After checking the FADEC (Full Authority Digital Engine Control) code; I opened the engine cowling; and cleaned a couple electrical connectors. Forgetting about the engine cowling; and not expecting it to start; I had the pilot try to start again. The aircraft started; and the engine cowling was struck by an M/R (Main Rotor) blade. We shut down immediately; and notified our supervisors. The hinge was torn from the engine cowling; damaging the honeycomb structure; and the prop rod was bent. No damage to blades or any other part of the aircraft. I had self-imposed pressure to get the aircraft done; so I was rushing a little bit. I had the crew standing by to swap aircraft because they were in service; sitting in the spare aircraft and on a delay while we were doing ground runs. They were not pressuring me; but I think it made me rush more than I should have. I had mentioned to the pilot that the crew should stay at the base quarters while we did ground runs at the airport; but they had to come with the pilot in case they got a flight. Next time I will insist that the crew stay at the base and we go on a longer delay so the pilot can pick them up if they get a flight.




Synopsis: Maintenance Technician reported aircraft damaged during engine runs.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL390 [we] had a right engine bleed trip. Followed QRH and elected to descend; cabin began climbing and we had a subsequent auto pressurization controller failure. Followed QRH; but could not control cabin pressure. Got further descent from ATC. When we determined we were still unable to control the cabin pressure rising I donned the mask and followed QRH procedures. Made uneventful landing in [an alternate airport]. No passenger masks were deployed.


Second narrative: At FL390; received EICAS message for R Eng Bleed Off. We ran the QRH to completion. We soon got a Cabin Auto INOP EICAS and saw that the cabin altitude was climbing. We then ran that QRH procedure as well and were unsuccessful to regain control of the cabin rate of climb. Both pilots also had donned their O2 masks but the passenger O2 masks never deployed as cabin altitude did not exceed limits. During this time; a descent was initiated to a lower altitude; and a diversion to [an alternate airport] was elected. The flight concluded with a normal approach and landing.


Synopsis: B757 flight crew reported diverting to an alternate airport after loss of cabin pressure.