elihoole/asrs-aviation-reports huggingface dataset:
Date: 202107
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Rain; Thunderstorm; Turbulence; 3
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Signed on with ZZZ Approach and they cleared me to descend to 8000 ft. and asked to turn to 170 heading. Shortly after I turned I realized they had vectored me right into a cell and we were simultaneously leveling at 8;000 ft. I was on the autopilot and the turbulence was severe enough that it disengaged and we caught a huge downdraft. The airplane was still trimmed nose down in a descent when the autopilot turned off. The aircraft descended several hundred feet below the assigned 8;000 ft. MSL and lost 50 kts. in airspeed in a matter of a few seconds. So as not to impose heavy load factors on the aircraft and passengers I recovered slowly and climbed back to the assigned 8;000 ft.




Synopsis: C560 Pilot reported being vectored by ATC directly into a cloud cell and lost several hundred feet of altitude and 50 knots of airspeed resulting in a subsequent slow climb back to assigned altitude.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Aircraft: Light Transport
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I cleared Aircraft X to land on XXL he was 10 or so miles out and some time went by and Aircraft X said he was going around because there was a vehicle on the runway. I don't remember giving the runway to ground and didn't put the vehicle patch up. The operations vehicle had just been on XY and I used the truck patch and I remember him getting off and I removed the patch. The vehicle patch is required and a habit for me. Ground was answering the phone and letting someone in the gate at the time. The vehicle was south bound and got off at Taxiway X when he saw the aircraft. I failed to scan the runway; I failed to use the truck patch; and I failed to remember I allowed a vehicle on the runway.Because of COVID this is the first time I have worked with ground open in almost 3 months. I guess I wasn't used to someone else talking to vehicles and putting them on the runway even though I approved it. I don't have any recommendations this was pure error on my part I should have had my patch up; I should have known what I was approving.




Synopsis: Controller reported an operations vehicle that was allowed onto a runway caused landing traffic to go-around.
Date: 202001
Local time of day: 0601-1200
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the cruise phase of flight we [received] HYD 2 LO PRESS caution message followed by IB FLT SPLRS and IB SPLRNS messages. HYD fluid in reservoir - 0%. We [performed] the QRH; [and] asked ATC for assistance as well. The Flight Attendant and Dispatch [were] advised about the situation.Because we [would] have to land with 20 degree flaps setting and high energy; faster approach speed; significantly increased landing distance and other factors we [requested] the longest runway available.




Synopsis: CRJ-700 Captain reported landing safely after loss of #2 hydraulic system.
Date: 201412
Location: ORD.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Ramp ORD
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Critical; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Other push back
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During push back from gate; the push back driver made an abrupt stop and stated a B767 cut him off. I asked him if everything looked ok and if there was any visible damage to the tow bar and wheel assembly. He stated the tow bar pin had popped out and was calling a supervisor. After he cleared me to set the parking brake I advised him we were going to write up the nose gear assembly for inspection and call maintenance. He acknowledged and left to get his supervisor. I asked the First Officer to check with Ramp Control if we were in fault in any way; and Ramp Control confirmed we were cleared to push with no restrictions and were not at fault. After Maintenance completed its inspection we took off uneventfully.




Synopsis: A320 Captain reported his ORD push crew had to stop abruptly to avoid a collision with a B767 that taxied behind them.
Date: 201810
Local time of day: 1201-1800
Location: F11.TRACON, FL
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MCO
ATC / advisory: TRACON F11
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors; Procedure; Company Policy
Primary problem: Procedure

Narrative: I was the First Officer and Pilot Flying. We were flying the RNAV arrival and were told to expect a Visual Approach to runway 36R Approach Control. While being vectored onto the base leg; and at the last minute; we were told to switch runways to Runway 35R. Approach Control kept us at an altitude of 3;000 feet due to traffic already established on final approach for Runway 36R. We were then cleared to descend to 2;600 feet and were assigned a turn to join the final approach course just outside of the Final Approach Fix for Runway 35R. We were still at an altitude of 2;600 feet as we crossed the fix and then were cleared for the Visual Approach to Runway 35R. This is 1;000 feet higher than the published altitude of 1;600 feet to cross. Due to the late turn to final approach and our higher altitude at the final approach fix we were unable to maintain stabilized approach criteria and executed a go-around. Approach Control vectored us back around for another Visual Approach to Runway 35R. We executed a stabilized approach and normal landing on the second attempt.This event occurred due to the last minute decision by Approach Control to switch our landing runway; the subsequent late turn to final approach; and the higher-than-normal altitude assigned. We were unable to descend on profile and maintain stabilized approach criteria.


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


Synopsis: A321 flight crew reported an unstable approach after being turned onto final too close to the final approach fix and above glidepath by ATC.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
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: Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were number two for takeoff; we received a Single FMC FAIL in the scratch pad of the FMC. After a couple seconds it went away. We were cleared for takeoff; with no issues. Flight directors were working and airspeed indicators; everything appeared normal. I had the HUD down and the HUD was also working normally. After takeoff; and at 1000' I did the usual 'set speed; flaps 5; climb thrust.' We took off flaps 10. After that we got a climb to 19;000'. After a while my aircraft (although heavy for an -800) was not that heavy; being used to flying ETOPS with reduced thrust takeoffs; we accelerate no problem. But my aircraft was not accelerating and I had both the HUD and PFD I was looking at; and each time I put my nose on the horizon my pitch was not down enough to get to my airspeed of the flaps 5 bug to bring flaps to 1. I told the First Officer (F/O) there was something wrong. I glanced at his airspeed and it looked like mine. I asked him what the Standby was doing. He said the same as ours. I told the F/O to give me max thrust. He did and we got the flaps to one. Then we both lost the horizontal flight director bar. Then the vertical. All this time we are IMC. ATC gave us a turn to the right to go direct SYRAH. I told the F/O; NO. That our FD failed and I wanted to continue straight and level off at 10;000'. F/O did not hear me. He was in the Yellow and his head was down dealing with the FMC. The FMC had a note in the scratch pad that said something about being unable to select. So he was trying to figure that out. And I just wanted to climb out of the clouds and figure out what was wrong with the aircraft. I told him two more times I wanted to continue straight. He told ATC that we had flight director problems and needed to fly this heading and maintain 10;000'. Around 9500' we broke out and I was able to get the MCP to accept LNAV/VNAV and Autopilot A on. Autopilot B was not working with the LNAV/VNAV and would not connect. I did not want to try and figure out why it would not stay engaged on Autopilot B; so I tried Autopilot A again and LNAV/VNAV worked. At this time we asked for on-course and a climb. We then got into the QRH. I contacted Dispatch and told her the problem.




Synopsis: B737 Captain reported experiencing an auto flight system malfunction during climb out in IMC conditions.
Date: 202107
Local time of day: 0601-1200
Location: ZTL.ARTCC, GA
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: We experienced the wake turbulence encounter on the descent through FL300; initial uncommanded roll 15 to 20 deg left followed by 25 to 30 deg to the right; rolled out and escaped from the encounter. We asked Center what type of aircraft we were flying behind. The reply was a Boeing 757; which we had on screen TCAS at about 10 miles ahead of us. However there was another aircraft farther ahead of the 757 that we could also see on screen. The Center Controller allowed us to take a heading off course to remain clear of the threat. However we ran into the wake again in the vicinity of GLAVN; and was not as much of a problem during that encounter. and I thought it was strange I have never had a 757 wake encounter roll the aircraft like that. Shortly after we were on approach control into Atlanta airport we discovered that the 757 was what appeared to be slightly less than 10 miles in trail of a heavy B787.I find it unusual to be in that type of upset due to 757 wake turbulence. We followed them all the time. I think it could be possible that the 757 was so close to the preceding aircraft that the heavy aircraft's wake was not a problem for the 757; but became one for us. Given the current conditions the winds were pushing the wake in our direction [so] obviously more spacing would've helped. I don't mind a vector off course. I would greatly appreciate more spacing behind heavier aircraft.

Callback: Reporter stated he was surprised at the intensity of the wake from the preceding B757.



Synopsis: CRJ-900 Captain reported encountering wake turbulence on descent into ATL in trail of a B757; which was  following of a Heavy B787.
Date: 201705
Local time of day: 1801-2400
Location: BDR.Airport, CT
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Final Approach
Airspace: Class D BDR
ATC / advisory: Tower BDR
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Chart Or Publication; Human Factors; Manuals
Primary problem: Chart Or Publication

Narrative: The PAPI Approach Lights for Runway 11 have the lights on the right side of the runway because of an obstruction. The Airport diagram charts show the PAPI Approach Lights on the left side. There would be an improvement in safety if the pilot knows to look on the right side for the PAPI Lights.




Synopsis: Flight instructor at BDR reported the Runway 11 PAPI on the right side of the runway; but the airport diagram shows it on the left side.
Date: 202101
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Chart Or Publication; Airspace Structure; Environment - Non Weather Related; Software and Automation; Human Factors
Primary problem: Software and Automation

Narrative: Established on the localizer; we received a terrain warning from the GPWS. We received vectors and altitudes from Approach. We were monitoring our position and altitude with VOR/DME; GPS with radio altitude chart 10-1R; approach plate; localizer; terrain displayed on ND (Navigation Display) and visual reference. Our position and altitude of 8;200 ft. were certain with a current altimeter setting and all equipment was operational when we received the warning. I have been to this airport numerous times and had never received a terrain warning on this approach. After receiving the warning; I immediately initiated the escape maneuver as per company procedure. The warning went away immediately after initiating the maneuver. We reestablished automation and continued the approach. Being familiar with the area; I was familiar with the hill on approach but should never have received a terrain warning as we were at the appropriate altitude and position. I believe the EGPWS data base should be updated to prevent this from happening in the future.


Second narrative: While being radar vectored for the  ILS approach at 8;200 ft.  received a very short GPWS warning 'pull up'. The Captain complied; but since the message only lasted about 1 second the aircraft never went above 8;300 ft. I'm not really sure why it happened. We were at the Minimum Vectoring Altitude assigned by ATC with terrain on ND (Navigation Display) selected and verified with the GPS symbol on the minimum vectoring chart. The correct altimeter setting was used. A normal approach and landing followed. We never informed ATC since we barely left the assigned altitude.We were at the correct altitude assigned by ATC with the correct altimeter setting. The only thing I can thing is that a hill with an elevation of about 7;100 ft. was just below us and just before intercepting the localizer for the ILS. Possibly warn pilots about the possibility of false GPWS warnings on the airport charts.


Synopsis: A319 Flight Crew reported a Ground Proximity Warning even though they were established at a safe altitude for terrain avoidance.
Date: 201811
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
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: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I'm filing this [report] because of what I consider to be unsafe practices at ZZZ. Two items in particular concern me. PUSHBACK COMMUNICATIONS: When our ground crew plugged in; the phraseology he used was 'Ready whenever you are'. I asked if this meant that they were ready to push; at which point he said they were. He then asked for brake release so I told him we had to get a pushback clearance first.GROUND CREW SALUTE: The girl who was marshalling us had absolutely no idea of the proper way to salute indicating that we were clear. She never had her arms up forming an 'X'. Her arms hung vertically down at her sides while I waited for a salute. Her salute consisted of a half-hearted raising of one arm and placing the wand across her forehead. This ground crew is an accident waiting to happen.




Synopsis: B737 Captain reported unsafe deviations from SOP during pushback.
Date: 202108
Local time of day: 1201-1800
Location: SUU.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZOA
ATC / advisory: TRACON SUU
Second aircraft: Military Transport
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
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; Human Factors; Procedure
Primary problem: Environment - Non Weather Related

Narrative: In cruise heading north on flight following with Travis Air Force Base RAPCON at 5;500 feet at 167 KTAS.  Travis called out a descending C17 on approach into Travis with a caution for wake turbulence.  Assumed I was above their trailing wake but flew into the turbulence and experience rough turbulence as we crossed the wake.  Hit my head on the ceiling and the contents of the cockpit got tossed up in the air. Lesson learned:  Don't try to gauge the altitude of wake turbulence.  It's too hard to pinpoint where the risk is.  Either climb well above it or turn around go the other way.  I could have easily turned away and climbed to avoid it completely.  I misjudged the location of the wake turbulence. Appreciate Travis RAPCON calling it out.  I just didn't adjust enough.




Synopsis: General Aviation pilot reported encountering wake turbulence from a military transport in the vicinity of SUU airport.