elihoole/asrs-aviation-reports huggingface dataset:
Date: 201712
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ATL
ATC / advisory: Tower ATL
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Early morning flight to ATL. Weather was VMC at the time and visual approaches were in use. Shooting the visual to RWY 28 we were about 3 miles in trail of an A320. We slowed to our approach speed at the final approach fix as directed by ATC and did so in a typical expeditious way. On the final approach to the runway at about 100 feet we begin to encounter light wake turbulence from the previous arrival. At 50 feet the FO; who was pilot flying; retarded the throttles to idle and began the round out. Shortly after; moderate or greater wake was encountered and the PF elected to go around. Go around thrust was applied and called for immediately and during the initial pitch to the command bars the shaker momentarily activated; less than 1 second in duration. The FO relaxed back pressure and both the airspeed and altitude trend vectors were reading positive trends throughout the entire procedure. The go around profile was flown per the SOP and we were resequenced around for another visual approach and normal uneventful landing. In this instance; it seemed to be a worst case scenario where the wake was right near the runway and we had already gone to power idle for the round out and flare. It seems that going forward I should be aware of the possibility of wake and ensure that when executing a missed approach the PF smoothly transitions to the command bars.


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


Synopsis: CRJ-200 flight crew reported executing a go-around after encountering wake turbulence at 50 AGL at ATL while following an A320.
Date: 202005
Local time of day: 1201-1800
Location: P50.TRACON, AZ
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: Small Transport
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During descent on the BRUSR arrival into PHX; I noticed an aircraft on TCAS approximately 2;900 ft. below us and climbing towards us as we descended through 13;000 ft. Just prior to 12;500 ft.; I disconnected the autopilot and started to shallow the descent and level off as I could tell we were getting too close. At the same time; a TCAS RA commanded 'monitor vertical speed' with a green box around a level attitude. ATC also instructed us to stop our descent (after the RA had already sounded). I also saw the other aircraft out of my window at about this time; it was a small private jet. A few moments later; ATC instructed us to descend and maintain 11;000 ft. but the RA was still commanding level flight; so I told ATC we could not do that yet. When the RA stated 'clear of conflict' I resumed a descent and clarified the altitude with ATC. When I saw the other aircraft; we were very close. I estimate that we passed within 500 ft. of each other. ATC completely ignored us when we stated that we were responding to an RA; then ignored us again when we stated that we could not accept a descent yet because the RA was still active.




Synopsis: E175 Captain reported an NMAC with a small private jet on descent into PHX.
Date: 201304
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Fluid
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on the approach and after normal gear extension we got a R HYD ISO VLV caution light; and subsequent loss of the number two hydraulic quantity. We executed a go around and completed the checklist's; declared an emergency with Approach and then accepted vectors back to the ILS approach and made a normal landing.




Synopsis: DHC8 First Officer reports loss of the right hydraulic system during approach. A go around is initiated; the QRH is consulted; an emergency is declared and a normal landing ensues.
Date: 201902
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: Ramp
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Employee was loading pit 4 on Flight XXXX when he noticed an unusual sound in the pit. On further investigation; he noticed air was coming out of the pit 4 bulkhead area so he notified Maintenance. Maintenance informed us this was a great find as the bulkhead area was damaged.




Synopsis: Air carrier ramp agent reported cargo pit bulkhead damage which required maintenance action.
Date: 201708
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA20-C1 Eclipse
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cardinal 177/177RG
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was with a first time student and performed a touch-and-go. A Cardinal called several miles out descending through I believe 3;500 feet with no bearing from the airport. I asked him and he responded to the SE and that the sun was in his face but he'd be looking. I reported entering the right crosswind then called entering the right downwind. The Cardinal stated that he was at 2;500 feet on the right downwind. I again stated that I was on the right downwind and did not see the Cardinal and that I was about to enter the base leg. I had my student turn base and stated that I was on the base leg. As I looked toward the runway to decide when to tell my student to begin his final turn; I saw the Cardinal; at my 2 o'clock position; co-altitude (approximately 1;600 feet MSL) and approximately 400 feet laterally heading right toward my aircraft. My evasive action included adding full power and initiated a climb straight ahead. I do not remember what I said on the radio; but he told me that he saw me and turned to his left to go behind me. I told him that I did not expect him to be coming from directly overhead the runway. I was expecting him to be on a downwind leg. Once he was clear; I reduced the power; and brought the aircraft onto final approach and then let my student land the plane. My thoughts on how the near midair happened were the Cardinal flying into the sun approaching the airport and not entering and flying a proper traffic pattern and pattern altitude.




Synopsis: Diamond DA 20 pilot reported having a NMAC with another aircraft while in the traffic pattern at a non-towered airport.
Date: 202101
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff landing gear would not retract. ECAM L/G (Landing Gear) SHOCK ABSORBER fault observed. Shortly A/P (Auto Pilot) and Auto Thrust disconnected. Flight Directors; A/P; Auto Thrust were intermittent throughout entire flight. Captain ran appropriate checklist while PF (Pilot Flying) manually flew aircraft. Notified ATC; notified Dispatch; flight attendants and passengers of intent to return to ZZZ. Lost navigation auto-tuning radios on approach executed go-around. Hard tuned radios manually and flew raw data approach. Approach and initial touchdown were normal. Once nose wheel made contact with the ground; aircraft began to shake and stopped on the runway. ECAM LGCIU 2 fault appeared told passengers and flight attendants to remain seated and requested ARFF (Aircraft Rescue and Firefighting) to come to aircraft. No fire observed by ARFF.  Maintenance confirmed nose gear was 90 degrees to the aircraft centerline.   Maintenance replaced nose tires and passengers were deplaned onto buses and returned to the terminal. Aircraft was towed to Maintenance. Communication with Company; flight attendants and airport was good.


Second narrative: After takeoff gear would not retract ECAM L/G (Landing Gear) SHOCK AB (absorber) fault. Shortly after we lost autopilot; auto throttle; [and] flight displays intermittently all systems were off and on. Notified ATC ran ECAM's and appropriate checklists. Could not get gear up. Notified Dispatch; flight attendants; and passengers. Returned to the field for approach. Lost NAV on approach went around tuned radios manually and returned for a raw data approach. Approach and intial landing was normal. When nose wheel came down aircraft shook. Came to a stop on centerline. On the ground we got LGCIU 2 fault. Notified flight attendants to remain seated asked for fire truck no fire. Kept passengers seated. Maintenance informed that nose was 90 degrees and changed nose tires and passengers were deplaned onto buses; aircraft was towed to hanger. Support from Company and ATC was good. Flight attendants did a good job with the passengers.


Synopsis: A319 flight crew reported a nose gear malfunction after takeoff resulting in a return to departure airport.
Date: 201302
Local time of day: 1801-2400
Location: SDF.TRACON, KY
Flight conditions: IMC
Weather elements / visibility: 10
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E SDF
ATC / advisory: TRACON SDF
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Airspace Structure
Primary problem: Aircraft

Narrative: We were flying along in contact with Louisville Approach and had just been vectored 10 degrees left for something involving 'proving grounds'. Our heading was 339. Within a minute after being vectored both pilot and right seat non-pilot occupant observed what appeared to be an unmanned aircraft and tracked it from our 11 o'clock to our 4 o'clock for approximately 45 seconds. We were level 10;000 MSL at the time and altitude of unidentified aircraft estimated 9;000 and under power. It appeared to be an airplane in type; too small for carrying a person; mostly black with red and green markings. We were VFR on top and there was a solid layer between us/observed aircraft and the ground. I reported immediately to Louisville Approach and the baffled Controller asked for clarification on what I was reporting and I repeated. Controller indicated he showed no indication of the reported aircraft on radar. An hour after landing I called Louisville Approach on the phone to debrief the situation again and was blown off. The lady I spoke with indicated it was probably just a 'glider because they operate in that area'. I challenged her [saying] I found it very unlikely a glider was flying at 9k; under power in IMC conditions; still she persisted that must have been the explanation. The aircraft was absolutely not a traditional glider airframe.




Synopsis: SR22 pilot reports sighting a possible UAV 1;000 FT below and opposite direction in SDF airspace. ATC is advised but they claim no knowledge of the aircraft.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Weather elements / visibility: Rain; Thunderstorm
Light: Daylight
Aircraft: DA42 Twin Star
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On DATE; on a flight from ZZZ; to ZZZ1; on Aircraft X; at a cruise altitude of 4;500 ft.; I experienced a loss of power to the right engine. With directional control established; and with the aid of the checklist; I attempted to troubleshoot the reason for the power loss. An IFR clearance was obtained from ATC due to decreasing VFR conditions; and ATC advised of the problem. A decision was made to shut down the right engine; feather the propeller; and [priority handling] requested with ATC. With good single engine performance; I evaluated my divert options. Given the weather conditions and my familiarity with the airport; I determined that ZZZ1 was my safest divert option. Clearance was given to ZZZ; where an uneventful approach and landing was accomplished. Aircraft is currently under maintenance to determine the cause of the power loss.


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


Synopsis: Pilot reported power loss on the right engine caused an inflight shutdown and a precautionary landing.
Date: 201502
Local time of day: 1801-2400
Location: PCT.TRACON, VA
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E PCT
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were originally cleared to Richmond via flight planned routing to the MOL transition of the SPIDR1 arrival. The Honeywell FMS doesn't allow you to load the SPIDR1 arrival until you've chosen a landing runway; so while I was loading the FMS prior to departure I selected runway 20 and verified the fixes were correct with the chart. While flying the arrival just prior to REDNG; we contacted Potomac Approach and they assigned runway 16 so I changed the runway in the FMS to match. Our jumpseater noticed that after I did this the flight plan in the FMS showed SPIDR twice between HEMME and DEEER. Also; when we crossed over SPIDR the flight guidance went in to roll mode and did not make the turn to DEEER. The FMS did sequence to DEEER though and we were able to engage LNAV mode again and remain on course. On the ground; I tried inputting the flight plan again into the FMS and verified that when you make a runway change with the SPIDR1 arrival loaded; it causes the SPIDR waypoint to appear twice.Contact Honeywell to see if there is an error in the database or software.




Synopsis: EMB-145 Captain reported an anomaly with his Honeywell FMS. When changing runway assignment on arrival to RIC the FMS loaded the waypoint SPIDR twice.
Date: 201709
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Super King Air 350
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Equipment / Tooling; Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: I received a coordination message from [an adjacent center] for Aircraft X at FL290. Later I received an air to ground message that the aircraft was 'leaving' FL270 for FL200. The aircraft was still in [the adjacent center's] airspace and I was not in communication with the flight; but I was expecting a re-coordination from the sector or that it was a possible typo. This message comes into our error queue and when the aircraft is outside our airspace we don't process those messages. Aircraft X crosses into [our] Flight Information Region (FIR) and fails to make his position report within the allotted 10 minutes. I sent a request to [oceanic] to contact the aircraft as he was HF equipped only to make a position report. While I was waiting for [oceanic] to come back with a report; [the adjacent center] advised that they were not in contact with the flight and didn't have a position report either. When [oceanic] managed to contact the aircraft he reported that he was in fact at FL200; that he was down to one engine and couldn't maintain any higher altitude. I verified that he was [requesting priority handling] and got the requisite information and passed it to the Supervisor. The aircraft had elected to continue on to his original destination. He was still over an hour away from the airport when I was relieved of duty.




Synopsis: Center Controller reported an aircraft was late in reporting position and could not be contacted. The aircraft was eventually contacted and confirmed to be at a lower altitude due to an engine failure.
Date: 201508
Local time of day: 1801-2400
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Departing out of uncontrolled SJC (Tower closed). We received PDC from SJC prior to closure; however; didn't push back/taxi until after Tower had closed. We assumed receiving PDC was adequate IFR clearance to takeoff and depart uncontrolled SJC airport. After takeoff and on initial contact with NORCAL Departure Control; NORCAL professionally advised us we needed to contact FSS or Departure Control prior to departure in order to coordinate for IFR departure.Possibly note in [manual] advising Aircrew that receipt of PDC does not equate to an adequate contact with FSS or Departure Control for IFR clearance to depart uncontrolled field. We queried this amongst ourselves in the cockpit; however we incorrectly assumed the PDC was an adequate clearance. Clearly it was not.


Second narrative: It was a long duty day that started more than an hour delayed; followed by a divert due weather; slow turns; a lightning strike; maintenance; multiple schedule changes; followed by more delays on our flight from SJC. It was a very long and eventful day.


Synopsis: B737 flight crew departed SJC after tower had closed without ATC clearance; thinking the PDC they received before tower closure was sufficient.