elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 0601-1200
Location: RPLC.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Rain; 6000
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing; Final Approach
ATC / advisory: Tower RPLC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Airport; Procedure
Primary problem: Weather

Narrative: The METAR at Clark was reported as 16003 6000 -RA SCT030 OVC090 and the next hourly METAR was 23002 6000 -RA SCT030 OVC090. We landed at approximately ten minutes after the last METAR from a VOR Approach; as it was the only functioning approach at the airport. The level of intensity of the rain when we landed was quite possibly the most severe that I had encountered in twenty-five years of flying. In the last 200 feet of the approach the PAPIs were barely visible and the centerline of the runway was extremely difficult to see due to the intensity of the precipitation. The heavy rain was never reported to us by Tower. This airport lacks the resources to report current field conditions or maybe they just don't care. Either way it is totally unacceptable and unsafe.




Synopsis: A pilot landed at Angeles City; (Clark) Philippines in what was described at the most intense rain he had ever seen just ten minutes after the Tower reported light rain with no more recent verbal updates.
Date: 202110
Local time of day: 0601-1200
Location: C91.Airport, MI
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Maneuvering
Airspace: Class E SBN; Class G C91
ATC / advisory: CTAF C91
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was doing stalls 10 SM southeast of C91 with a student pilot. We were routinely making clearing turns and position reports. Out of nowhere; a new plane pops up on the ADS-B 200+; I grab the controls and descend as the plane goes right over the top of us.




Synopsis: GA Flight Instructor reported an NMAC at C91 non-towered airport while practicing stalls with a student requiring evasive action.
Date: 201712
Local time of day: 1201-1800
Location: PCT.TRACON, VA
Weather elements / visibility: Winds
Light: Daylight
Aircraft: B757-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors; Weather
Primary problem: Weather

Narrative: DCA was in a south configuration with weather all around the airspace. I was working Arrival sectors all combined. A busy spurt happened. The winds at 3000 ft were 240 at 62 knots. Due to the winds and the traffic most of the aircraft were on vectors to final. I had to take my aircraft from the south across the airspace to the east downwind. Aircraft X was turned to final but the tail wind carried them a lot faster than the aircraft that they were following and standard separation would not have been maintained. I cancelled Aircraft X's approach clearance and climbed them to 4000 ft to be re-sequenced. I meant to say to stay on the localizer but I said fly present heading; the wind pushed the aircraft off of the final approach course and the aircraft entered Prohibited airspace. Once I realized the aircrafts proximity to the prohibited area I turned them westbound out of the airspace. No other incidents occurred. Standard separation between aircraft was maintained.




Synopsis: PCT TRACON Controller reported assigning a heading to an aircraft that caused it to enter prohibited airspace.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Other Post-Flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I donated a charitable flight that was a silent auction at a fund raiser for a local nonprofit agency. I tried to follow the requirements of Part 91.146. The flight and my airplane met all the requirements of subsection a and b. I submitted copies of my pilot's license and medical to the [local] FSDO 7 days prior to the flight. I also had the director of the event send me a signed letter stating the date of the event and who sponsored it. I forwarded the letter to the FSDO. I received several calls over the two week period from the FSDO. They seemed to be confused about the flight; couldn't find the emails I already had submitted; so I resubmitted them. The confusion between what the flight was about; whether the FSDO needed PDFs/emails/faxed copies led to much confusion. I thought I had completed everything to be legal. I have since been contacted by [the FSDO] and been asked when I plan on completing the flight. I completed the flight [already] thinking everything was in order. There needs to be a much clearer way to complete these flight legally. A form that a pilot would fill out? Do I need a phone call/letter/fax from the FSDO saying it is OK for the flight? I attempted to do everything to make sure I wasn't violating any regulations.




Synopsis: GA pilot reported confusion and miscommunication while working with the local FSDO on a charitable flight.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This aircraft had just been accepted from Gulfstream. The crew had done a post acceptance flight and everything was working properly. When arriving [at destination] we were on vectors for left downwind to Runway XXL. We had the autopilot on and level at 4000 feet. The autopilot began to lower the nose inadvertently and we lost 300 feet prior to regaining control and getting back up to 4000 feet.


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


Synopsis: G-V flight crew reported the autopilot initiated an unwanted 300 foot descent from the selected altitude.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, FO
Flight conditions: VMC
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Company Policy

Narrative: We had a crew duty day limit of XE:30 before showing for flight ZZZ-NRT. Scheduled departure was XA:05 local ZZZ time. We departed the hotel as scheduled however after arriving at the gate we were told that departure was delayed until XD:00. I spoke with scheduling and told them that I did not believe that we would be able to fly the return flight because I believed we would exceed our crew duty day and inquired as to why we were not notified before leaving the hotel. I was told that this would be addressed upon arrival in NRT. We block in at NRT and were informed of our [Out of Duty] time. Both myself and my FO (First Officer) questioned the validity of this time. I obtained the flight plan and saw that we have a scheduled flight time of 2:59 at .85 Mach! NRT operations turns the aircraft in only 52 minutes! We block out and are airborne 13 minutes before the [Out of Duty] time. We fly the leg back to ZZZ with a total block time of only 3:20! Well below the historical block time for the leg. With the scheduled debriefing time we exceeded our max duty day by 19 minutes. In my opinion it was mathematically impossible to operate the segment without exceeding our duty day of XE:30 and that the [Out of Duty] time we received in NRT was fictitious.


Second narrative: Prior to departure our flight was delayed 3 hours. [The Captain] contacted scheduling to inform them that we would not be legal to return due to our duty day limitation of XE:30. They told us to go and on first leg and then the rest would be worked out. We departed and arrived in NRT; where they did an amazingly quick turn. We were given a local [Out of Duty] of XG:38 local to depart while being dispatched at .85 [Mach] in 2:59 minutes. We departed 13 minutes prior to that time and flew the exact profile with short cuts. At block in we had exceeded the max day by 4 min not including the 15 minute debrief. We departed early and still flew over the time.


Synopsis: Flight crew reported exceeding allowed crew day hours due to unrealistic expectations.
Date: 201202
Local time of day: 1201-1800
Location: I74.Airport, OH
Flight conditions: VMC
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 91
Mission: Training
Flight phase: Climb
Airspace: Class G I74
Reporter organization: Air Carrier
Reporter function: Check Pilot; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a climb out with a simulated single engine failure; smoke and fumes appeared in the cockpit. Turned off heat and returned to airfield.




Synopsis: Smoke and fumes during a simulated engine failure prompt an emergency return for landing.
Date: 201705
Local time of day: 1201-1800
Location: ZBW.ARTCC, NH
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Skydiving
Flight phase: Cruise
Airspace: Class E ZBW
ATC / advisory: Center ZBW
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I was informed of a close call between parachute jumpers and a VFR aircraft. I was not aware that the VFR had come close to the jumpers until informed by the jump aircraft when it was climbing for his next pass. I noticed a VFR aircraft when the drop plane gave his one minute prior to releasing jumpers call. I gave the traffic information to the drop plane and the pilot elected to hold the jumpers and perform a 360 degree turn to allow the aircraft to pass over the aircraft. When the drop plane was turned back towards the airport; I once again updated him on the position of the VFR aircraft. The drop plane reported him in sight and released the jumpers.On the next pass; the drop plane informed me that after the jumpers were released; the VFR aircraft turned back towards the jumpers in what appeared to be a deliberate move and passed within 50 feet of the jumpers.




Synopsis: ZBW Controller reported a parachute jump aircraft had a near miss between their jumpers and another unidentified VFR aircraft.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Workload; Distraction; Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overrode Automation; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On short final to a visual landing at ZZZ; the autopilot (which was turned off); pushed the nose towards the ground. I was surprised. I pushed and held the autopilot disconnect; recovered and landed.I was familiar with the ESP (Electronic Stability & Protection) feature on my recently installed Garmin GFC 500 autopilot in theory; but seeing it in practice was scary.Landing speeds for my airplane are 64 to 70 knots depending on weight per the POH. I was light; winds were light; and I intended on landing at 68 knots. The GFC 500 ESP pushes the nose down below 70 knots. Note that a V Tail bonanza with the exact same flight characteristics has a GFC 500 ESP speed of 65 knots; which is better.This is a hazard that needs a software modification to correct.




Synopsis: BE-33 pilot reported a recently installed Garmin GFC 500 autopilot pushed the aircraft nose over un-commanded. The pilot recovered by continuously pushing the disconnect switch. The pilot believes this should be addressed by the manufacturer.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: Per Dispatch suggestion we were proceeding direct to ZZZ1 VOR before turning westbound for thunderstorm avoidance. Approximately abeam ZZZ2 and south of ZZZ3; ATC gave us a 90 degree vector to the east heading 145 degrees away from our destination of ZZZ. Our ground speed was 478 knots and we were left on that vector for about 15 minutes and east of ZZZ2 before turning us to the south. Eventually we were vectored toward ZZZ but not after burning an extra 2400 pounds of fuel. We were told it was a vector around saturated holding airspace. We were at FL 400 so I cannot understand how we could be a threat. I have never encountered such poor handling techniques from ATC. As we were leaving the frequency we heard other aircraft complaining about their fuel states. This event cost [the company] a few thousand dollars and put us 50 minutes behind from this single event. I predict that this was a junior ATC staffing problem and that they were just overwhelmed. Perhaps there could have been some senior Controller oversight to prevent such problems in the future.




Synopsis: B737 Captain reported poor ATC handling for weather and saturated airspace avoidance resulted in unnecessary time and fuel burning vectors.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Powerplant Fuel Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Upon arrival at gate; left engine would not shut down using engine start switch. Used engine fire handle and engine flamed out after fuel in pylon was exhausted. Entered maintenance item in electronic logbook in ACARS. Suspected engine start switch or engine HPSOV (High Pressure Shut-Off Valve). [Technician] came to flight deck to ask about item. Told him what happened; and that he might want to check fuel shutoff valve on left engine before resetting system. He told me he had no time as plane was due to depart soon. He would simply run motor.Hours later I looked at log entry and [the technician] signed off item as 'ground run normal; suspected crew positioned start switch to rich instead of cutoff.'Problem with this is I took a photo of pedestal with engine still running with good oil pressure and n1 n2 and n3 with start switch clearly in cutoff and engine fire handle pulled.The concern here is Maintenance did minimum necessary to get aircraft onto next flight; using excuse that it was a crew error that caused it. Photo proves otherwise. This aircraft has an issue that has been covered up and no one will look at it.




Synopsis: B757 Captain reported the left engine would not shut down at gate arrival and maintenance then incorrectly diagnosed the issue to expedite the next departure.
Date: 201906
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After gear and flap was up; we noticed amber caution light along with hydraulic pressure CAS (Crew Alerting System) message came on along with red gear unlock light was on. Still we were climbing; I told [the First Officer] that I am going to recycle the gear. When the gear was down and locked; CAS message was cleared and pulled the gear lever up position; the hydraulic pressure CAS message with gear unlock light; Amber caution light came on. I ran the checklist still the CAS message did not extinguish; called the Maintenance Control advising the issue and decided to turn back to ZZZ. I have advised [the First Officer] that we are returning back to ZZZ and also passenger's car was at ZZZ. We circled in the air to burn fuel off to be below the landing weight. We discussed our landing option and just to be safe side we decided to blow down the gear for precautionary steps and landed safely at ZZZ.Hope [this] never happens again. As we trained and safety comes first; use checklist; use CRM (Crew Resource Management); call Maintenance if time permitting and ask for a suggestion; and bring the aircraft back safely.




Synopsis: Citation Excel pilot reported a hydraulic problem after takeoff which resulted in a return to the airport.