elihoole/asrs-aviation-reports huggingface dataset:
Date: 201702
Local time of day: 0601-1200
Location: EHAM.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Cloudy; 1
Light: Dawn
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center EHAA
Second aircraft: B747-400
Reporter organization: Air Carrier
Reporter function: Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Approximately 9 miles behind a B747-400 both going to EHAM. ATC asked us to expedite descent (cleared to FL70) on our direct SPL. Aircraft on autopilot in Flight Level change. Speed 250 KIAS. We were not made aware of traffic category or type; but we had heard an aircraft told to speed up as we were told to slow down earlier and surmised that the target on TCAS was that traffic. I later figured out that it was a 747. We got a wake encounter at about FL94. Aircraft banked right about 15 degrees while control column was to left about 1/2 deflection. The roll was very uncoordinated (slip). I later saw on Flight Aware that our track changed by 3 degrees. The duration was about 10 seconds. The speed did vary but I did not see how much (aircraft was at flight idle). ATC didn't give us any 'caution wake' prior and we couldn't discern the word 'heavy' in any radio calls (either from ATC or the traffic). Language/accent may have been a factor. The native Dutch to Dutch transmissions; in English; are difficult to understand the call signs (might be radios). Probably was a minor wake upset; but could have been more severe if passengers hadn't been down earlier. Flight attendants did complain later; but no one was injured.




Synopsis: B767 First Officer reported encountering wake turbulence from a preceding B747 on arrival into EHAM.
Date: 201210
Local time of day: 1801-2400
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final 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: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Our flight was vectored for a visual approach to Runway 35 in PHL. We were cleared for the visual by the Approach Controller and switched to the Tower frequency of 118.5. Upon check on with the Tower [we] were asked to slow at least 20 KTS 'traffic to follow through the intersection is over the bridge'. We slowed the aircraft from 170 KTS which was given by the Approach Controller to our approach speed of approximately 142 KTS. The proceeding aircraft landing on 27R was an Airbus A320. They landed and passed through the intersection ahead of our arrival. As we passed through 100 FT AGL we encountered the front side of the wake from the Airbus followed by the backside of their wake. As we passed through the backside of the wake we touched down firmly. We exited the runway and taxied to the gate normally and deplaned normally. After further discussion about the landing; we felt that it most likely was not a hard landing but we were unsure. I contacted Maintenance Controller and made an entry in the aircraft logbook.This event was a matter of timing; the wind was just right; our timing behind the Airbus was just right; etc. If we would have passed behind the Airbus 5; 10; 15 seconds later; we would not have encountered the wake during the flare and touchdown. I understand that PHL is a rare complex and situation for ATC; but I think there is an urge to make it work. I think there should be some guidance on how close we can cross through the intersection behind the preceding arrival for 27R.




Synopsis: CRJ-200 Captain reported a wake vortex encounter on approach to PHL that resulted in a hard landing. The reporter suggests perhaps a different ATC procedure could help avoid future incidents like this one.
Date: 202107
Local time of day: 0601-1200
Location: C90.TRACON, IL
Flight conditions: Mixed
Weather elements / visibility: 2
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; 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 Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared for the RNAV 05 Approach.  Instructed to cross FOVOJ at or above 2;500 feet.  Set Altitude on A/P for DH.  Aircraft started down and action was taken at 1;300 feet MSL.  ATC called me as well. It would not have occurred had I done a proper instrument scan.




Synopsis: Light aircraft pilot reported receiving a low altitude alert from ATC after descending below cleared altitude on approach to UGN airport.
Date: 201910
Local time of day: 0601-1200
Location: LGA.Airport, NY
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZNY
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Training / Qualification; Human-Machine Interface
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Climbing out of LGA on the LGA5 departure; Coney Climb; we were told by ATC to maintain '300 KIAS on the nose'. The aircraft was configured in a manner to accelerate toward 300 knots. The aircraft had reached 280 knots when we realized the aircraft was still under 10;000 MSL. The aircraft was at approximately 8000 MSL when we noticed the deviation. The aircraft was immediately slowed to 250 knots until we reached 10;000 at which point the aircraft was again accelerated toward 300 knots. ATC made no comment of the deviation and we continued the flight without further interruption. I was unfamiliar with and fixated on the departure procedure. I failed to control operation of the aircraft below 10;000 MSL.




Synopsis: Captain reports having a speed deviation below 10000 feet departing LGA; citing cause as fixation and unfamiliarity with the departure procedure.
Date: 202110
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU Pneumatic System & Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During preflight the cabin cleaners and flight attendants complained of dirty sock smell in the back of the airplane. The APU was supplying bleed air to the packs with the engines shut down. I closed the APU bleed and notified maintenance.  The mechanic deferred the APU. Due to the persistent odor I opened the L1; R1 and R2 cabins doors and ran the air conditioning off external high pressure to attempt to remove the odor. While the smell slowly dissipated; it was still very detectable when we were swapped into a different aircraft 30 minutes or so later.




Synopsis: Air carrier flight crew reported a fume event during preflight while parked at gate. After maintenance trouble shooting an aircraft swap was ordered.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Flight plan: VFR
Flight phase: Climb
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed and turned northbound; climbed to 4;000 feet for traffic. Passed traffic then cleared to climb to 8;500 feet; started the climb and manifold pressure went to 26 inches on left engine.  Contacted Approach to advise that I was returning to departure airport due to engine indication issue; oil pressure then dropped to zero but oil temp and cylinder temperature normal thoughout incident up to engine shut down.  Turned back to the airport to land. No smoke from the engine through out just reduced power; during manuever for landing for final left engine shuddered; so I shut down and feathered engine. Landed with no other incident.




Synopsis: C-402 pilot reported inflight engine shutdown following loss of power.
Date: 201406
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Flap Fairing
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We picked up a CRJ-200 aircraft in ZZZ this morning and flew it to ZZZ1-ZZZ2-ZZZ1-ZZZ3. In ZZZ2 the First Officer (F/O) came back from doing his walk around and came back up to the flight deck to ask me to come down and take a look at the flaps to see a part of it sticking out on the outside of the fairing. I though it was normal and to confirm it was; we walked to the other wing to see if it was there or not. It was there and it looked just like the other side. The F/O and I agreed it was normal and we flew back to ZZZ1 without any event. In ZZZ1; we called Maintenance to come out and take a look at it and when they did; they told us that someone put the left part on the right side of the wing and the right part on the left side of the wing. It took Maintenance about 30-minutes to swap the parts and clear the logbook write-up. We continued on to ZZZ3 with the same aircraft.


Second narrative: Flap fairings were put on wrong side by Mechanic. Discovered on post flight; asked Mechanic; agreed [fairings] were not on correctly. Item written up and fixed.


Synopsis: A Captain and First Officer (F/O) decide to depart after observing that both Left and Right Flap fairings had a section of flap sticking out of the fairings on a CRJ-200 aircraft. Maintenance noted the flap fairings had been installed in opposite positions.
Date: 201206
Local time of day: 1201-1800
Location: MIA.Airport, FL
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Second aircraft: A330
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: While descending on the Hiley Three Arrival into MIA to cross OSOGY at FL240 pilot flying had to perform the upset recovery maneuver. Winds were negligible (no wind vector on the FMC map display) and the closest target on TCAS was about 12 miles away. First Officer did an outstanding job correcting an uncommanded 20-25 degree roll and maintained altitude within 100 FT. No deviation occurred. While crossing MILSY at 16;000 FT thinking we were safe due to greater separation; First Officer had to again perform the maneuver but the upset was not as dramatic. We alerted ATC and received an offset. We learned that we were following an Airbus A330. ATC provided altitudes and vectors to further avoid wake turbulence. Flight attendants reported that fortunately everyone was seated during the events and that there were no injuries. The seat belt sign was on. Recommend ATC provide greater separation and differing crossing restrictions to aircraft following the Airbus A330 especially in no wind conditions. Also recommend that our Training Department continue to include the upset recovery maneuver in recurrent training cycles. I would also like to commend First Officer for his superior airmanship and professionalism.




Synopsis: B757 Captain reported two wake vortex encounters that resulted in significant uncommanded roll while in trail of an A330 into MIA.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 6
Light: Daylight
Aircraft: PA-24 Comanche
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When practicing a power off landing at the end of my biannual flight review; when aligned on short final for Runway XX and immediately after checking the landing gear down; we were hit by a strong wind shear; and our airspeed drop at least 20 mph; I add power in two stages to full power and still the plane descended almost to the ground. We were able to stop the descent enough for the propeller to clear the airport fence; but a pole of the fence hit the belly of the aircraft. At that time; we regained control and started climbing to an altitude that allowed us to land with no problem on Runway XX and taxi to the ramp.




Synopsis: Private pilot flying PA-24 aircraft strikes obstacle during approach to landing.
Date: 201311
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just before reaching top of climb; we lost Center Hydraulic System Pressure. Declared an emergency and returned to [departure airport] for overweight landing. Landed at 341;500 LBS and sink rate at touchdown was 100 FPM.




Synopsis: B767-300ER Captain reported loss of center hydraulic system near top of climb. Flight declared an emergency and returned to departure airport.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 7
Light: Dusk
Aircraft: Challenger 300
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Inflight Shutdown; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We] experienced severe engine vibration from the left engine during initial climb shortly after departing in visual conditions. Loud banging and surging of the left engine along with aircraft vibration occurred at approximately 1200 ft AGL. At this same time Tower instructed us to contact Departure Control. I was the Second in Command as well as the non-flying pilot. I do not remember acknowledging that hand off. I immediately called Departure Control and [advised him of our condition]. I told him we lost the left engine after takeoff; and we would like to return to land back to [departure airport] (per our pre-departure briefing). He vectored us on a 180 heading. The initial alt is published at 3000 ft MSL. In the vector turn I noticed we were only at 1800 MSL. I asked him if this altitude was ok and he approved it.We received a L Eng Exceedance CAS message along with L Eng Flameout message. The memory item for this event calls for the affected engine [thrust lever] to be retarded. This action resulted in the vibration/surging to stop; and the engine relit automatically. It was never completely shut down from what I recall. Since the CAS messages extinguished; our condition was both engines producing power; but the power levers were near idle I believe. The Captain reported to ATC that the left engine was working again; as I was setting up the ILS and running all the required checklists. Our speed was relatively slow; maybe 200 knots or less. This was our intention so we could get our aircraft set and ready to land without any additional turns or vectors. I informed the Captain that the ILS approach was set in the Primary Flight Display. At this point we were on about a 5 mile left base leg to Runway XX and we were cleared for the approach. We configured the aircraft for landing [and] intercepted the localizer. We were then handed off to Tower; who cleared us to land. We then finished the before landing check list; and landed without further incident.




Synopsis: CL30 First Officer reported returning to departure airport after the left engine failed shortly after takeoff. During return to the airport the engine was successfully restarted.
Date: 201507
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This report documents the third time; with LNAV and VNAV PATH engaged; my aircraft failed to cross CHAVO at 9000 FT while descending via the HYDRR One RNAV Arrival into PHX. In each of my events; we were flying a -[Classic] series; there was a tailwind with turbulence; the Pilot Flying had to deploy the speedbrakes to arrest IAS in excess of 20 knots fast; and the VVI dropped out significantly between two and three NM west of CHAVO.The FO and I briefed this possibility since I had already seen it happen two times in July; we were ready. When it happened this time; we intervened; and manually arrested the impending altitude deviation; but just barely. The failure is subtle because the aircraft first appears to begin a level off approaching 9000 FT. Then it smoothly pitches over prior to CHAVO and leaves little time to intervene. I also believe it's happening to other Pilots because it is such a subtle failure; you might not see it unless watching very closely. A jumpseat Pilot who was with us said he never saw anything like it.Be prepared to quickly intervene prior to CHAVO; or an altitude deviation will likely occur. Consider some kind of warning to other Pilots.




Synopsis: B737-Classic Captain reports that he has seen the -Classic aircraft miss the crossing restriction at CHAVO on the HYDRR ONE RNAV Arrival into PHX on two previous occasions with LNAV and VNAV engaged. This time he is ready and prevents the aircraft from descending below the 9000 foot crossing restriction.