elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Cloudy; 4
Light: Night
Aircraft: EC135
Operator: Air Taxi
Operating under: Part 135
Mission: Ferry / Re-Positioning
Flight phase: Landing
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While returning to base; myself and my crew ran into un-forecast weather. Flying through a mountain valley; we could see lights 3-4 SM away through our night vision goggles. We could tell the ceiling was dropping slowly; but the [local] airport was showing overcast clouds at 2;400 feet and 10 SM visibility. While straight and level; the lights that we could see clearly disappeared and I could no longer make out the mountain ridge line. I elected to make a precautionary landing in a farmer's field directly below us. Upon turning on the landing light; I could see that it had started raining which was the reason visibility had decreased rapidly. During our recon we identified an electric pole and what we thought were the wires running off of them. Due to no illumination; we could not see two thin wires running across our LZ. On approach; the underside of the Fenestrom tail rotor made contact with a wire and damaged it. [Neither] myself nor the crew were hurt during the incident. I am new to flying in the mountains; particularly at night. Although I thought we had cleared the field of wires; my hastiness to get the aircraft on the ground caused me to miss the wires in our landing path. However; I also believe had I continued flying we would have gone IMC. I believe landing was the right thing to do and the training/ procedures taught to me by our company worked in this situation. Being able to identify the wires is my remedy to this issue.




Synopsis: EC135 pilot reported striking electrical wires while executing a precautionary landing in a field under worsening weather conditions.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
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 Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Confusion; Situational Awareness; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: While on vectors to final; we were cleared for the visual. Vector was going to put us almost on top of FAF for ILS XXR at an excessive angle and higher than desired altitude. Last assigned altitude prior to 'Cleared for the visual' was at 9;000 ft. First Officer called for 7;000 ft. Upon reaching 7;000 ft; the Controller announced 'Altitude alert; below minimum vectoring altitude; you are below Class Bravo; minimum vectoring altitude is 7;500 ft. ' We climbed to 7;500 ft due to caution.If we would have stayed at 9;000 ft on the vector; we would have been 2;000 ft high at the Final Approach Fix. Aircraft would have captured Localizer but would have been too high to capture glide slope. We had the aircraft configured with flaps 1; speed 210 with level change selected. After caution we quickly climbed 500; which resulted in a higher than desired altitude as we crossed FAF. Attached pictures show approximate position in red.




Synopsis: Pilot reported being alerted by ATC after First Officer descended 500 feet below minimum approach altitude and below Class Bravo airspace. First Officer climbed 500 feet and continued the approach.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the arrival we smelled fumes in the cockpit; seconds later lead passenger reported smoke in the cabin. I immediately donned the mask and established communication. Pilot Not flying (PNF) briefed I continue to be Pilot Flying (PF) and he will go to the cabin to check and brief passengers. I turned off the Interior Master and verified location on arrival. [I] advised [ATC] we have smoke and are on Oxygen. They acknowledged and instructed to descend to 4;000. During the descent I confirmed setup for approach which was previously briefed. Increased speed above previous cleared to expedite until about 10;000 then slowed to 250-260. ATC inquired souls and fuel on board. Requested fire equipment on standby. PNF returned around 10;000. He and I briefed on clearance to 4;000 direct to the airport. PNF setup the FMS; took communications and [contacted] company. I re-briefed the approach and we both agreed on landing above the Wet number requirement for runway. Approximate weight on landing 27;100; [software] limit 27;309; FMS limit 26;500.Accepted visual with short base; landed uneventful. Clearing runway I got up to brief passengers for evacuation again and open the door promptly. I was specific how to handle the small children and to leave all items behind.Fire chief confirmed smell of fumes when entering. Filed reports with customs; fire department; and airport operations: fumes and smoke in the airplane; no injury; no smoke treatments; crew on oxygen during the event.




Synopsis: A C750 First Officer reported fumes in the cockpit and of smoke in the cabin during descent. The flight continued to a safe landing.
Date: 201707
Local time of day: 0601-1200
Location: BOS.Airport, MA
Flight conditions: VMC
Weather elements / visibility: Rain; 8
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B BOS
ATC / advisory: TRACON A90
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: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We setup and briefed the copilot's approach to RNAV 4L into Boston Logan airport. Leveled off at final approach intercept altitude using the autopilot. Set next altitude in altitude preselect. On final approach; we entered VMC conditions the copilot looked at the GPS to verify our position related to the FAF. I was looking outside for traffic as we were VMC. He believed to be over the FAF and began to descend. ATC issued a low altitude alert and we immediately leveled off. ATC asked if we had the runway and traffic to follow in sight to which we replied; yes we did. ATC then cleared us for the visual approach which continued without incident.




Synopsis: Air carrier Captain reported an excursion from cleared altitude resulting in a low altitude warning. The crew corrected the deviation and landed without incident.
Date: 201511
Local time of day: 1201-1800
Location: MEM.Airport, TN
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class B MEM
ATC / advisory: TRACON M03
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; 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: Procedure

Narrative: We had departed Rwy 18R normally behind a B777. At approximately 1;700 ft MSL we experienced moderate [to] heavy jet wake turbulence for 10-15 sec with 20+ degree bank angle changes left and right and 3-5 degree pitch changes. ATC advised the B777 was 4 miles ahead after we reported the wake encounter to them. The TRACON indicated they would file a report and suggested we file an ASAP report as well.The ReCat Wake turbulence separation program combined with a light right crosswind conditions.Return to standard wake turbulence separation standards for heavy aircraft.




Synopsis: MD-11 Captain reported wake turbulence encounter departing MEM four miles in trail of a B777.
Date: 201206
Local time of day: 1801-2400
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Tower DEN
Reporter organization: Air Carrier
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: A CRJ2; landing Runway 34L; had to be towed to the gate due to hydraulic problems. The aircraft is being towed very slowly. As the aircraft is being towed across Taxiway WB it appears that an aircraft on final to Runway 34R was going to overfly it. There is a tail height limitation for aircraft on this taxiway with aircraft landing Runway 34R of 18.55 FT; a CRJ2. It looked like it was going to be close when in reality; with five people looking out the window saw that the CRJ on final did not fly over top of the aircraft under tow but passed behind where is was and with lots of altitude to spare. It would have been a burden to send the aircraft on final around when there was plenty of room to spare both laterally and vertically. Reassess the tail height requirement for this runway and taxiway; especially on a VFR day.




Synopsis: DEN Controller described a potential ground conflict event involving an aircraft under tow transitioning under a Runway 34R lander. The reporter suggested a reassessment of aircraft tail height clearance requirements.
Date: 202005
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Passenger; Person Other Person
When detected: Other Landing
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had taken a fellow private pilot out to fly the Piper Cherokee PA-28 140 that I had just recently bought; he received all of his PPL training in a PA-28 140 and has had numerous hours in the same type and make of the aircraft. We had flown up to ZZZ1 in which I had handled the take off from ZZZ and the landing at ZZZ1. I had allowed him to fly when we were in the cruising part of the flight to allow him to get used to the controls. After landing at ZZZ1 I swapped seats and allowed the other pilot to become PIC while I was just a passenger. The takeoff form ZZZ1 was uneventful as was the flight back to ZZZ. Once arriving at ZZZ he made all of his self announce radio calls and entered the pattern for Runway XX then performed his landing sequence like normal; but upon touching down on the runway the plane almost immediately veered to the left and ran off of the edge Runway XX into the grass. At the time there was no noticeable damage [to] the aircraft and no damage to any airport equipment or lights. After looking everything over we started the aircraft back up and taxied to the ramp. After thinking about the landing; when he landed the plane his nose was not straight and was pointed to the right I believe that he may have been correcting to the left to straighten the nose and when the front wheels touched down he over corrected and forced us off the runway to the left.




Synopsis: PA-28 owner; riding as a passenger; reported pilot flying experienced a loss of aircraft directional control during landing resulting in runway excursion.
Date: 201905
Local time of day: 1201-1800
Location: MYF.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: Eclipse 500
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach; Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; 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; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was being vectored for the ILS approach. I was told to keep my speed at 250 Knots. I was kept high and given an intercept vector for the localizer that was perpendicular to the inbound course. There was no way this aircraft wouldn't fly through the localizer at that speed and I told the Controller that I needed to fly a different vector and he said no and then gave me a vector and a speed that didn't help because I was already intercepting. I saved the localizer part of the approach but the Controller didn't clear me for the approach until long after the glide slope dropped out of sight. In fact he forgot to clear me for the approach so I told him that I converted the approach to a localizer approach because he screwed up the glide slope but at the 170 knot speed he gave me for final I was over the airport when I broke out of the clouds. Not wanting to let that controller have another shot at killing me I told the tower to cancel my IFR and I'd fly the traffic pattern which I did and landed. I asked Ground Control to get me a phone number for the TRACON and left a stinging message for the ATC Chief. I told the ATC Chief message machine that the controller needed training.




Synopsis: EA50 pilot reported that ATC did a poor job of vectoring them for the approach.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach I was Pilot Flying landing Runway XXR in ZZZ. We had been cleared for the visual and I had the autopilot on while flying the ILS. While configuring for landing I called for flaps 25; but noticed that the flaps only indicated 15. I communicated this to the Captain and since we were approaching 1;000 ft. AGL and were not fully configured; we initiated a go around. After establishing a positive rate we got the gear up but we elected to stay below 200 kts. as the flaps were stuck at 15. We leveled off and the Captain ran the flaps disagree checklist in the QRH. We [advised ATC] and made a precautionary landing on Runway XXC with flaps 15.




Synopsis: B737-800 First Officer reported flap failure and disagree that resulted in a go-around and precautionary landing.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Falcon 2000
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Parked
Aircraft component: Exterior Lighting
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Company Policy

Narrative: I wrote up 18 open write ups on [a] Falcon 2000.Among the open write ups were 4 partially inoperative indicator lights on the overhead cockpit panel. They were the 'EXT PWR' pushbutton; 'LOGO' Nav light; and the 'ON' indicator lights on the Fasten Seat Belt and No Smoking lights. I do not know what the corrective actions that were performed at the time. Also there were 3 screws leaking fuel under the left wing. Again I do not know what the corrective actions on the leaking screws.On [a later date] it became apparent that none of these above items were actually fixed on or about [in the previous inspection]. These same EXACT lights were out and the same EXACT screws were still leaking. From what I noticed on the company mobile manager; the screws were sealed and the overhead cockpit panel was replaced. There is speculation that the replacement overhead panel costs [Thousands of] dollars. This may be the reason the panel was not originally replaced. Remove the Maintenance (Mx) vendor from working on [this aircraft] aircraft. This is not the first report I have made in which written up Mx discrepancies were not fixed but obviously signed off as airworthy.




Synopsis: The Captain of a Falcon 2000 reported that many write-ups were sign-off but never repaired by Maintenance.
Date: 201409
Local time of day: 0601-1200
Location: CVN.Airport, NM
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E CVS
ATC / advisory: TRACON CVS
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Due to weather I requested the VOR 22 at KCVN and was initially denied by Cannon Approach.  Minutes later I was cleared for the approach by a second controller.  I took this clearance and performed the approach as required.  I broke out of the clouds and called a visual on the airport at about 8 miles from the airport.  Upon landing I discovered the approach was at the time not authorized.  At no point was I advised by Cannon Approach of the status of the VOR 22.




Synopsis: Pilot is cleared for an approach to CVN that is NOTAMed Not Authorized.