elihoole/asrs-aviation-reports huggingface dataset:
Date: 202001
Local time of day: 0601-1200
Location: NCT.TRACON, CA
Flight conditions: IMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON NCT
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Distraction; Workload; Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: Airport; Weather; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Three approaches into SFO. First; we briefed at altitude my ILS 28R; but a report of 1/4 mile; we changed on descent to Captain's Cat II and re-briefed; then ATC during delaying vectors gave a change around 6;000 ft. South Bay to ILS 28L and re-briefed and bugged again; then vectored behind B777 heavy and getting bumped around. The plane stayed level at FAF!!! It is not clear all of what happened there; but the GS got full scale before we started down; so we went missed; admitted it to ATC and now they played the major role; both times they re-vectored us; for ILS 28L and then 28R finally; they left us high; very high; and the whole reason for this ASAP is that under the challenge of three attempts; I thought for sure we were cleared the approach and started down but had to clarify again that we were cleared because of the unusual height.Unfortunately; they didn't give us the ILS clearance or the appropriate altitudes earlier; but we kept making requests for lower.




Synopsis: Air carrier First Officer reported going missed due to unstabilized approach.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
Aircraft component: DC Battery
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climbout Captain was flying and his map screen display went off then back on then off again. Auto throttles then kicked off. I then became the flying pilot as my NAV screen and PFD were normal. I engaged the autopilot and reengaged the auto throttles. We leveled at 17;000 feet. We noticed on the elec synoptic display that battery # 1 in amber at 23volts and TR1 also in amber. Captain was talking to dispatch and maintenance control and it was decided that we will divert with the subsequent overweight landing at 140;200lbs. Landing was normal.


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


Synopsis: A319 flight crew encountered an electrical issue and diverted.
Date: 201812
Local time of day: 0001-0600
Location: DFW.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: TRACON D01
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; Confusion; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: While being vectored to join the final to Runway 35R Regional Approach gave a 330 degree vector and asked if we had the runway in sight. I was the PF (Pilot Flying) and my FO (First Officer) responded '330 and we will let you know when we have the airport.' Regional Approach gave an aircraft behind us the same 330 heading with a further clearance to join the localizer. As we went through the localizer with the Regional Approach controller giving other clearances I refused to transgress any further encroaching on the traffic to Runway 35C and turned the aircraft to the right to a parallel or slightly intercept heading from the west. The Regional Approach controller then said '...looks like you missed joining the localizer; turn right heading ...'' I replied to the controller; 'we missed because we were never issued instructions to join and I maneuvered back to course to avoid the traffic for the other runways.' The Regional Approach Controller repeated we were given a clearance and I asked for the tapes to be pulled.This event occurred because the Regional Approach Controller was overwhelmed and giving clearances like an auctioneer while barely allowing flight crews to respond. He was overwhelmed and underperforming on a clear night; no ceilings; and unlimited visibility. We were 45 miles from the field and instructed to slow to 210 knots. We asked if we could maintain 220 knots so as to not extend flaps 1. At 25 miles from the field we were instructed to slow to 170 so we configured to flaps 2. ATC cost [the company] a lot of money in unnecessary fuel expense last night with these ridiculous speed reductions so far from the field.


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


Synopsis: Air Carrier flight crew reported TRACON Controller forgot to tell them to intercept the localizer.
Date: 201406
Local time of day: 1801-2400
Location: SLC.Airport, UT
Flight conditions: VMC
Light: Night
Aircraft: HS 125 Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E S56
ATC / advisory: TRACON S56
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Human Factors

Narrative: We were assigned the DELTA 3 arrival into SLC. ATIS X was over an hour old; but reported runways 16L; 16R; and 17 in use. We loaded the DELTA 3 arrival with Runway 17 (the expected runway) into the FMS system. We were handed off to SLC TRACON after we passed JAMMN at 17;000 FT MSL. Just prior to DRAPR; ATC cleared us to descend via the DELTA 3 (down to 11;000 FT MSL). We were already high; so we directed the autopilot mode in VPATH VERTICAL SPEED (VVS) to start the descent and capture the glidepath. Just past DRAPR we were informed that Runway 17 was closed and to expect [Runway] 16L. We then had to reload our FMS with the new runway followed by the assigned arrival. We did not notice that the VVS mode failed to switch to VPATH and capture the glidepath for the DELTA 3. At approximately 6 NM south of SPIEK intersection and 12;500 FT MSL; ATC issued a low altitude alert and an immediate climb to 13;000 FT MSL.




Synopsis: Hawker 900XP Captain reports getting low on the DELTA 3 arrival to SLC after the landing runway is changed in the FMC and the arrival is reloaded.
Date: 201808
Local time of day: 1201-1800
Location: BGM.TRACON, NY
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Descent
Airspace: Class D BGM
ATC / advisory: TRACON BGM
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: Aircraft X was inbound from the southeast. He came over at 080 feet. The MVA he was in was 050 feet; however; it was dropping to 045 feet after 5 miles from his position at the time of descent; and 6 miles from that it would drop to 030 feet. I gave Aircraft X a descent to 040 feet in anticipation of him being past the 045 feet MVA by the time he was at 045 feet. He descended faster than anticipated and when he reached 053 feet; I amended his altitude to 045 feet to satisfy the MVA. He read back the altitude correctly and stated that he may go a few hundred feet below while correcting. While the MVA was 045 feet; the aircraft descended to 042 feet; then climbed back to 045 feet. The aircraft was shortly after cleared for a visual approach and landed without problem.




Synopsis: BGM Controller reported assigning a lower altitude resulting in an aircraft descending below the MVA.
Date: 201709
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZ
Aircraft component: APU
Component problem: Failed
Reporter organization: Air Carrier
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; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During deplaning; APU was still powering airplane electrical and air.  Ground power was available but not yet in use.  APU power dropped off airplane and an APU Fault light was observed.  Ground power was selected.  A momentary APU fire light illuminated; but extinguished by itself.  APU was turned off.After a moment or two; APU Fire illuminated again with warning bell.  Bell was silenced; and fire handle was pulled.  Fire light remained illuminated.  APU fire extinguisher was then discharged.  Fire light then went out.We contacted ATC via VHF radio and requested fire equipment.  We also directed all remaining passengers to leave their carry-ons and exit quickly through door to Jetway.




Synopsis: B737 Captain reported an APU fire warning during deplaning.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Duchess 76
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Troubleshooting; Human-Machine Interface
Second reporter function: Pilot Flying; Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As we approached our destination we went to put the landing gear down but the nose gear did not extend. This was verified by the Tower. We then used all available resources and checklists to try to extend the gear with no success. We then turned back to our home airport while troubleshooting on the way where we again flew by the Tower and were advised again the nose gear was still in the retracted position. We then tried one last time and; when unsuccessful; decided to land with the nose gear in the retracted position. We used all emergency checklists and did a normal approach. Upon reaching the runway threshold I put the mixtures to idle and fuel selectors off and the pilot flying turned the magnetos and master switch off upon touchdown. After skidding on the nose of the airplane and coming to a stop all 3 occupants exited the airplane and walked away un-injured.


Second narrative: We briefed the landing step by step. I would land the aircraft and my copilot would back me up on checklists and radios. Immediately prior to touch down my copilot would idle the mixtures and turn off the fuel selectors; to prevent a fire. I informed my copilot that upon touchdown I would turn off the magnetos and the battery. We made sure our seatbelts and shoulder harnesses were fastened and all loose materials were stowed. With the plan set; we called the Tower and requested a full stop landing on the runway. After being cleared to land we flew out to establish ourselves on a long straight in final for the runway. As we got to about a 3 mile final; the passenger in the back seat was having trouble with his seat belt; so I performed a left 360 degree turn while he tried to get it fastened. After successfully getting his seatbelt fastened I reestablished the airplane on final.


Synopsis: Two pilots aboard a Beechcraft Duchess were unable to extend their nose gear using either normal or emergency systems and landed with it retracted after making a flyby after which the Tower Controller confirmed the condition.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Instructor
Human factors: Training / Qualification; Situational Awareness; Distraction
Anomaly: Deviation - Speed 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 Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Visual approach to Runway 1R. I was conducting an Initial Captain IOE. Having spent nearly two decades flying internationally; my student demonstrated typically recurring difficulties with the intensified pace and demands of the domestic flying environment. Specifically; he was being overwhelmed by ATC's more dynamic handling of traffic separation and approach sequencing. The Captain trainee had asked that during this arrival that I limit my coaching so that he could sort through the thought process for himself. As we got closer to landing he gradually fell further behind the aircraft. I nevertheless limited my remarks to see if he could keep up; regain situational awareness; comply with ATC and execute the approach. We reached the visual glide path intercept at 2;600 feet AGL with the gear up; 190 KIAS and flaps fifteen. From that altitude I thought that our Stabilized Approach criteria could still have been comfortably achieved. In the interest of learning; I elected to allow him to continue. Unfortunately the student's task saturation increased and the approach parameters deteriorated further. We were unable to slow; configure and meet our Stabilized Approach criteria in a timely manner. A go-around was initiated at 500 feet AGL. Tower assigned a straight ahead climb to 1;600 MSL. This altitude was much lower than the published 3;000 foot missed approach altitude. The student's saturation precipitated inaccurate go-around callouts. I prioritized the assurance of our initial climb away from the ground. Subsequently; while busy with ATC communications and resetting the MCP; I did not adequately cross-check our speed acceleration. By the time I intervened the flaps 20 limit speed was exceeded by approximately 5 Knots. The second approach and landing were uneventful. The overspeed was documented with an MRM input.




Synopsis: A B757 Instructor Pilot reported his IOE Captain had difficulty staying ahead of the aircraft; and after executing a go around at 500 FT on an unstabalized approach both pilots failed to see a flaps 20 five knot airspeed exceedence.
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Saab 340 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Descent; Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Confusion; Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; Flight Crew Diverted; General Declared Emergency; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Toward the end of cruise; the Captain and I smelled a strong smell at the same time. At the same time of our noticing the smell; our Flight Attendant called informing us there were smoke and fumes in the cabin. The Captain immediately told the Flight Attendant to dawn his oxygen mask and have his fire extinguisher ready and asked if he saw any flames. The Flight Attendant replied no and told us that the smoke was coming from the middle of the cabin from an air vent located near the floor. The Captain told the Flight Attendant to inform us of any changes to the situation and if required to hand out oxygen masks to the passengers. After the Captain and I put on our oxygen masks and goggles; the Captain; being the pilot not flying; declared an emergency with ATC and requested immediate vectors to a divert airport. The Captain chose that airport as the best airport in the vicinity due to our altitude and location. We were then instructed by ATC to maintain max forward speed and given a descent and a heading for direct the airport. The Captain than called the Flight Attendant on the phone and informed him we should be on the ground within 20 minutes; and the Flight Attendant told the Captain that the smoke was getting worse. The Captain then pulled out the QRH and followed it closing the bleeds/recirc fans; and once altitude/cabin pressure permitted; we dumped the cabin. After landing and shutting down/securing the engines; the Captain told the ground crew and the Flight Attendant to evacuate the plane immediately through the main cabin door. Fire Rescue was already outside the plane and as soon as everyone had exited the aircraft; they swept the plane.




Synopsis: A SF-340 flight crew and Flight Attendant detected a strong odor during cruise just prior to descent. So they declared an emergency; completed the QRH and landed at the nearest divert airport where the aircraft was evacuated.
Date: 201808
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
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: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: Cockpit and flight attendants started our duty day and boarded our aircraft which was a tech stop from ZZZZ1. Upon arrival; the aircraft was loaded and being attended by the deplaning FAs. [The aircraft] was readied and departed with an uneventful take-off with a cockpit crew of three and an observer flight mechanic in the cockpit. About 600 feet the right autopilot was engaged. At 1500 feet; the aircraft began a slow pitch over resulting in a 300 FPM descent recovering to a shallow climb but returning to a descent. While in a turn; the autopilot disengaged itself with the flight directors continued erratic behavior. The flying FO (First Officer) was commanded to hand fly the aircraft as he climbed through 12;000 feet. The FO commanded the right autopilot again and the flight path became erratic in the pitch axis; changing 2.5 degrees up and down while being closely monitored. The FO took over manually; while we trouble shot and noticed the trim was out of the green band and in the nose down zone. The left autopilot was engaged and the pitch attitude and airspeed was just as erratic as previously while climbing out. The aircraft was hand flown to our cruise altitude of FL310. The left autopilot was again reengaged with acceptable performance until top of descent where it again became unstable and was disconnected. Flight continued with an uneventful hand flown approach and landing however; the low speed stability trim made handling challenging.Suspecting a weight and balance issue; the Purser was summoned to the cockpit at block-in and a quick discussion about our load determined that it was very possibly the passenger had changed seat positions while they sat waiting. After arrival in ZZZZ; a PA announcement was made about changing seats/sections and the customers were made aware of the problems it could create. A new load sheet with the probable seat positions of the flight in question was created and in fact; the TOW MAC (Mean Aerodynamic Chord) changed from 23.8% to 21.7%. After shutdown I consulted with the pilot on duty who brainstormed with others including a Chief Pilot and a lengthy logbook discrepancy was entered.




Synopsis: Captain of a widebody aircraft reported problems with the autopilot for the duration of the flight.