elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Tower ZZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Failed
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While holding number one for takeoff we received an amber CAS message; 'YD UPPER B FAIL.' We referred to the Emergency Abnormal Checklist and as instructed selected YD Upper A. The CAS message turned Cyan. We contacted the Maintenance Controller to discuss the malfunction and determine if the system could be MEL'd. We reviewed the MEL and determined that the system failure could not be MEL'd. We referred to the Emergency Abnormal Checklist for the cyan message and read; 'Do Not Dispatch.' We provided that information to the Maintenance Controller. He insisted that we try to pull the circuit breaker to reset the system so we could continue. As instructed; by Maintenance; we pulled the circuit breaker and when it was reset the message went away. The Controller advised us to continue. The message reappeared and the Maintenance Controller was busy looking for other solutions. In the mean time; Tower advised us to return to the ramp because of pending departures. We returned to the ramp and made a logbook entry for the malfunction. We had no intention of departing with this malfunction. Our view of pulling the circuit breaker was simply to allow maintenance to trouble shoot the problem. Unfortunately; the Maintenance Controller's view was if the system reset we would be able to continue. The Emergency Abnormal Checklist was clear; 'Do Not Dispatch.' This malfunction requires a logbook entry and cannot be MEL'd. We were being pressured to clear a system malfunction by resetting the circuit breaker so we could continue.




Synopsis: CE750 Captain experiences a yaw damper failure while holding short for takeoff. An unsuccessful circuit breaker reset is attempted at the Maintenance Controllers suggestion; and the crew returns to the ramp for maintenance.
Date: 201707
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Distraction; Confusion
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Company Policy; Airport; Aircraft; Procedure
Primary problem: Procedure

Narrative: I flew to SFO. We were cleared the RNAV Bridge Visual to runway 28R. During our step down and eventual clearance for the approach; a B737 was to follow us on runway 28L. After our handoff from NORCAL to SFO tower we were cleared to land runway 28R. Our B737 traffic was still behind us for Runway 28L. At about 800 ft. on profile for 28R we noticed traffic B737 below us on TCAS. At the same time we received a Climb RA from the TCAS. Unaware of what was below us; we followed the climb RA as SOP per FOM; 'If a climb RA is encountered while in landing configuration; execute a go-around'. After our TCAS RA maneuver and 'adjust vertical speed'; we were not in a position to return to the approach and have stabilized approach criteria. I was flying the aircraft and decided the safest course of action was to execute a go around. The go-around profile was a combination of a TCAS RA maneuver and a go-around maneuver. Based on the altitude that we initiated the TCAS RA maneuver and then decided to go around; I found myself in-between two maneuvers; not something that I have ever done before. We were cleared runway heading to 3;000 ft then to 4;000 ft. We were vectored on a downwind to 28L. We landed without any other incident and taxied to our gate. The Tower informed me that no aircraft was below me on approach to runway 28R. I'm aware of our [company's recommendation] about 'TCAS Alerts Use of TA mode is recommended while performing simultaneous parallel approaches to prevent unnecessary RA's. See FOM Operating Information chapter.' That said; our traffic was below us; not off our wing on a simultaneous approach. There is a difference. We acted in the safest manner possible. I have flown this approach many times; and have never seen this before. Our flight attendants told my FO (First Officer) and I that passengers said they saw an aircraft below us. If it was the B737 in trail or another aircraft; I don't know.




Synopsis: Air carrier Captain reported a TCAS RA while on short final at SFO. The Captain elected to execute a go-around.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was inbound direct to our satellite airport ZZZ from the East at FL150. When he checked on with me I told him to expect the Visual Approach into ZZZ and to descend and maintain FL120. The MVA he was flying over is FL112. The Pilot read the instructions back and I went back to focus on the sequence at ZZZ1. One of the aircraft in the Sequence was Aircraft Y; was instructed to fly present heading and descend and maintain FL100.Though I did not know it at the time; Aircraft X had taken the clearance issued to Aircraft Y. During that time there was multiple VFR pop ups; VFR overflights with conflicting traffic that I was dealing with and one IFR pickup in the air. Because my focus at the time was west of ZZZ1 airport and did not observe Aircraft X descending through FL120. When the Low Altitude Alert (LA) went off I issued the low altitude alert and climbed Aircraft X to FL120. The pilot questioned if we wanted him to climb because he was 'passed the ridge' I then issued him FL112 as it was the lowest I could assign. The MVA in the area was FL112 and Aircraft X and descended to FL101 before he started to climb again.Biggest factor in this event was the hearing and read back. There was even a moment that Aircraft Y asked me to restate the instructions which should have sent a red flag to me because I had heard the read back. I assumed he was just confirming the instructions not that he missed them and Aircraft X took the wrong instruction.




Synopsis: TRACON Controller missed a read back which led to the wrong aircraft taking an instruction resulting in a MVA error.
Date: 202108
Local time of day: 1801-2400
Location: TPA.TRACON, FL
Flight conditions: IMC
Weather elements / visibility: Rain; Thunderstorm; Windshear
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B TPA
ATC / advisory: Tower TPA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: We departed Tampa Runway 19R on ENDED9 STAR following 2 previous departures with no adverse reports. When cleared for takeoff; we observed heavy rain from a building storm about 3 to 4 miles South of field over I-275 bridge. On taxi out during the brief time when radar was pointed at weather; return displayed as a narrow band of red about 2 to 3 miles across from North to South spreading East to West well inland to East and ending over the bay to the West. We had been facing North with no view of storm for the past 10 or so minutes. Takeoff roll and climb was normal and we had penetrated the band of heavy rain by about 1000 ft MSL. Nearing S speed passing about 1;500 ft MSL; airspeed began to hesitate then decay and rate of climb turned to a descent of about 1;500 fpm down. GPWS sounded with 'DON'T SINK DON'T SINK' and First Officer (FO) reacted with TOGA and increase in pitch. The descent was arrested and climb continued. Lowest radar altitude was about 1;200 ft AGL. Total time was about 10-15 seconds and we never encountered any lateral course deviations nor any typical entry or exit parameters of windshear- just the vertical aspects. We reported the microburst encounter to Tampa Departure and advised that our flight path should be avoided by any subsequent departures.




Synopsis: A320 Captain reported windshear encounter on take off; resulted in windshear escape maneuver.
Date: 201202
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Commercial
Human factors: Training / Qualification; Distraction; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the approach to 6L at 180 KTS with the flaps at 8 I called for flaps 20. During movement from 8 to 20 the flaps stopped at 14 and we received the FLAPS FAIL amber message. I was pilot flying; the Captain ran the FLAPS FAIL QRH while I flew and managed communication. Approach gave us delay vectors around the 6L approach path at 5;000 FT while we ran the QRH. We declared an emergency and asked for crash fire and rescue because of the flight control malfunction. The QRH procedure was completed within about 5 minutes. My Captain then notified the Flight Attendant by using the EMER call button and reviewing TEST items with her. The Captain then made a PA to the passengers notifying them of the situation. We then accepted vectors to ILS 6L. Flew the ILS 6L approach (flaps 14) and performed a normal landing (Vref 154) with no further complications.




Synopsis: A CRJ200 CAS alerted FLAPS FAIL at flaps 14 during flap movement from 8 to 20. An emergency was declared; the QRH complied with and a normal landing followed.
Date: 202201
Local time of day: 0001-0600
Location: D01.TRACON, CO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Airspace Structure
Primary problem: Airspace Structure

Narrative: Climbing out of DEN we lost our GPS and did not get it back the entire flight. Navigation accuracy stayed high enough that the flight was not affected with the exception of we could not do RNAV approaches. GPS was lost on our IPAD apps also.




Synopsis: A319 Captain reported loss of GPS signal on both navigational guidance and EFB.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approximately 10 miles west of [the airport]; I began to self-announce my position and intentions. There were at least 2 other planes doing pattern work (touch-n-goes or stop-n-goes) for Runway 07. I announced making a 45 degree entry at the departure end of Runway 07 for the left downwind approach to Runway 07. While on downwind; I started to look for the plane ahead of me who looked to be higher than me and on a left base for Runway 07. Before turning left base; I realized I would overtake the aircraft ahead of me so I slowed to maintain my distance from the aircraft ahead of me. Then I noticed he had stopped his descent and began climbing; so I assumed he was doing a low approach only (which he did). I proceeded to descend on final and landed on Runway 07.Throughout my approach; I self-announced my position and intentions; my 45 degree entry to left downwind for Runway 07; turning base and final for Runway 07 full stop; and clear Runway 07. While taxiing; I noticed my radio was still tuned to our departure airport. This is what probably caused the plane ahead of me in the pattern to abort his touch-n-go and to go around instead.I had been doing close to the minimum to stay current; and I believe this was a primary factor contributing to this situation. Over the past 6 months; I have been flying significantly more; and I feel my skills have improved accordingly. Nonetheless; there is still room for improvement. One of the specific things I am doing is renewing the practice of checking each item on my checklist.




Synopsis: C182 pilot described making position reports during the arrival phase at a non-towered airport only to discover that the radio was not tuned to the correct frequency.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.TRACON, NC
Weather elements / visibility: Rain; Icing; Fog; 1
Light: Daylight
Aircraft: PC-12
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [While] descending from FL210; going through heavy rain; fog; ice; at 13;000 FT; electrical EFIS/GPS displays flashed once; then again at 5;000 FT; then went blank at 4;000 FT as about to enter hold.  Informed [ATC] of electrical issue; would not be able to complete ILS; stabilized at 4;000 FT in a right hand pattern hold; then reset electrical and all came back; made another lap in the hold; informed [ATC] to set me up for [the approach]; then proceeded on the approach; landed and informed maintenance of the incident and did an internal report.We replaced the number 1 generator and we will test fly tomorrow and verify all is okay.




Synopsis: PC-12 pilot reported the EFIS displays flashed and went blank on approach; normal operation was regained by resetting electrical system.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight; Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While passengers were boarding Passenger X assigned to seat XX3 did not have a mask on. The Gate Agent had not briefed the flight attendants on any exemptions; so I looked on EFB and just saw an Infant in XX3. I asked the Forward FA to ask the Gate Agent who was standing in the galley if we had any late exemptions and he advised no. Gate Agent came to back of plane to talk to Passenger X and advised him he would have to wear a mask since there was not an exemption. Passenger X advised he had gotten an exemption in ZZZ1 on way to ZZZ and showed a boarding pass that in ink was written exemption from mask but we had no idea who wrote it. Passenger X then pulled out a letter that only stated he was disabled and that he gets paid a certain amount. Gate Agent was advising it was OK with him for Passenger X to go; but I said no we need to talk to the Captain in regards to this. We went to the Captain who made a phone call and was told passenger would need to get an exemption for our flight. The Gate Agent at that time went to gate to meet a Supervisor and see if anything was in the record. When he came back suddenly there was a record for the passenger with the exemption of taking mask off for XX minute intervals. I then looked at my EFB and now it showed a wheelchair where the infant had been and the infant moved to XX4. We closed up after advising Passenger X of the exemption and the XX minutes only. During the 2 hour 30 minute flight we had to tell Passenger X at least 4 times that he had to put mask on and when he did we had to tell him over his nose and mouth not just his chin. Passenger also had a very disruptive 2 yr old as well; that was coughing and sneezing and Passenger X advised us his children gave him high anxiety and that was why he could not wear mask.Passenger X's total disregard of mask rule and even though he got [an] exemption to take mask off for XX minute intervals he did not follow the exemption.




Synopsis: Flight Attendant reported a passenger would not comply with the face mask policy even though the passenger had a special exemption to take it off for periods at a time.
Date: 201606
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Windshear; Thunderstorm; Rain; Turbulence; 2
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Bombardier Learjet Undifferentiated or Other Model
Aircraft component: Autopilot
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Returned To Departure Airport
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Aircraft

Narrative: Enroute under VFR and climbing to 3;500 ft we experienced AHRS (Attitude and Heading Reference System) failure in the G1000; lost autopilot also. Troubleshooting breakers failed to resolve the problem (as attempted by my instructor). Decided to return to [departure airport] after a short 15 min flight. ATC gave me instructions 3500 ft to the south (weather was bad south); so I requested west instead and granted 3500 ft (no vectors) to the west; and to remain VFR. As I was approaching north side of [the airport] weather worsened; requested descent to 2500 ft and granted; asked by ATC to remain VFR (I have lost my AHRS). Ceiling rapidly worsened and inadvertently (in order to remain VFR as instructed; and with fear of getting into the clouds; with no instruments); I descended to 1800 ft without authorization. I was immediately requested by ATC to climb back to 2500 ft; as a Learjet was going missed approach. Weather changed rather fast; turbulence was moderate; there was a windshear alert; my instruments had failed; and in the sake of safety; I was concerned about forcing myself into the clouds at relative low altitude. I should have made a 180 instead; but by then I had the airport in sight; and the weather was clear 1-2 miles to the west.




Synopsis: Beech 36 pilot reported returning to the departure airport after experiencing a loss of AHRS and autopilot.