elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Aircraft component: Autoflight System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Time Pressure; Workload
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 Became Reoriented; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: As expected and previously briefed New York approach initially assigned us ILS 4R. Descending through 10;000 we picked up ice and changed to the already requested ice speeds. Approximately 30 miles from the airport New York Approach said now to expect RNAV (GPS-Y) 4R. I was flying and since we were below 10;000 feet and close to the airport; I requested the First Officer to load and brief the approach. As the First Officer was briefing the approach; I thought that I should add how the vertical guidance would be flown; but never followed through on that and never briefed it. We completed the runway/approach change items on checklist. Other aircraft had been cleared for the RNAV (GPS-Z) 4R we discussed that and confirmed that the RNAV (GPS-Y) 4R was the correct approach for us. During the approach I initially used Flight Path Angle (FPA) for vertical guidance; but then switched to VNAV; but at FAF I did not switch back to FPA. At 1;000 feet AGL and the runway in sight I called runway in sight; disconnected auto pilot; called for set missed approach altitude. With the vertical mode still in VNAV; as the First Officer 'set the missed approach altitude' the autothrottles started driving forward and our speed picked up 20 knots. At this time I disengaged the autothrottles and the First Officer selected FPA. We continue the approach verified we are stable at 500 feet and made a normal landing on Runway 4R.In the future I will make sure to brief how the approach will be flown in both lateral and vertical mode; especially when flying RNAV approaches. If there is any doubt I will reference the approach charts in the SOP during the briefing. This will verify what both pilots will expect during the approach.




Synopsis: Air carrier Captain reported recovery from a near unstable approach after a change from ILS to RNAV approach to EWR airport.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Fuel Control
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On Date I departed ZZZ with destination ZZZ1.at cruise altitude of 34;000 ft. the left engine Fan speed start increasing on its own. All other parameters (Turbine speed; Fuel Pressure; Oil Pressure and temperature) remain Nominal. As a precautionary measure; I shutdown the left engine; and after completing the checklist; I was vectored and clear to land at ZZZ2. Mechanic Inspection Revealed that the Left engine Fuel Control Unit had Failed.




Synopsis: C550 Captain reported the left engine fan speed began increasing on climb. The Captain elected to perform an in flight shut down and diverted to make a precautionary landing.
Date: 201310
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness; Confusion
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related; Airspace Structure
Primary problem: Human Factors

Narrative: Watching the news in the morning I knew the Cincinnati Bengals had a home game.  The station said their coverage was at 1930.  I checked weather and TFR's on my Nexus 7 using AVARE.  I also have a Garmin GPS with XM WX and it shows TFR's.  Neither shows sports TFR's.  Returning from a trip to 0I8 and heading north VFR I noticed people in the stadium.  I still thought the game started at 1930 so I just figured fans were partying in the stadium pregame.  Just to be safe I went as far west as I could staying inches outside of the CVG airspace.  Looking at my TAC chart it was too close to call whether I was far enough away.  In hindsight; the TV stations coverage of the game was for AFTER the game.  The game started earlier.  I had a chance to do a 180 when I first saw; what appeared to be; people in the station but I was convinced kickoff was at 1930 and didn't process that I might be wrong.  I normally call FSS on cross country flights or any flight with weather issues.  FSS generally does not inform us of sports TFR's; as I recall.  It would be nice if XM included them.




Synopsis: A pilot violated the CVG Football TFR because he thought the game started much later but as he approached; it appeared the game was in progress so he attempted to divert around it but may not have.
Date: 201703
Local time of day: 0601-1200
Location: OAJ.Airport, NC
Weather elements / visibility: Turbulence
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class G OAJ
ATC / advisory: CTAF OAJ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Second reporter function: Captain; Check Pilot; Pilot Not Flying
Anomaly: Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: Approach was stable into the flare. At approximately 5 feet; a gust of wind caused an increase in performance and induced a float. I corrected to arrest the float with a slight forward pressure on the yoke. When the gust dissipated; the correction was removed to arrest the descent. However; the aircraft landed firmly and bounces a couple feet back into the air and immediately resettled. Appeared to land wings level. I didn't notice if the ground spoilers deployed on the initial bounce or see the VSI indication. To my knowledge; the Thrust levers were at idle at approximately 10 feet prior to the initial touchdown. I can't recall completely. Control of the aircraft and had a normal rollout.The aircraft was inspected and shown to have no visible damage and granted a 25 flight cycle waiver to get it to maintenance.


Second narrative: I was conducting initial IOE with a new First Officer (FO). He had flown a 3-day trip with another Line Check Airman prior to this trip with me. We were on day 2 of a trip. The FO was doing very well with all phases of IOE. Winds were gusty as we approached OAJ and he was handling the approach well. Just prior to touchdown; with thrust at idle; a gust of wind caused the airplane to balloon slightly. The FO applied what I thought were appropriate corrections to recover and land. The airplane hit the runway firmly and bounced maybe 2 feet into the air. Before I could react the airplane landed firmly and stayed on the ground. I did not see what the VSI read at the time of the bounce or the landing. After taxiing to the gate; I made an entry in the aircraft maintenance log for a possible hard landing. The initial inspection by the mechanic noted no damage.


Synopsis: Air carrier flight crew reported landing hard after encountering a wind gust during flare.
Date: 202105
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Pilot Not Flying; Captain; Check Pilot
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Flight Crew
When detected: Other Day after flight completion
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Conducted a standard preflight DG inspection. Post flight;  was made aware of a dangerous goods discrepancy via an email forwarded from the Duty Officer.  The email stated [the] Flight arrived this morning with unmanifested IDG in the AFT belly; there were also three boxes of dry ice loaded into A1. After  pulling the airways bill numbers for these packages and they showed no scans to the flight. The IDG [Inaccessible Dangerous Goods]  container; had not been assigned to the flight either and was loaded in position X. The Sort DG Manifest was in the pouch of the container but there was no card showing anything loaded.The cause was Improper manifesting and handling of cargo.[I suggest] additional training is provided to cargo loaders and Dangerous Goods personnel.


Second narrative: I was informed via company email by the Duty Officer of undocumented DG loaded in the aircraft that was discovered during offloading in ZZZ1. [The cause was] ramp personnel loading unmanifested DG in ZZZ.[Suggest ramp] not load unmanifested DG.


Synopsis: Flight crew and Dispatcher reported receiving email from Duty Officer regarding unmanifested inaccessible Dangerous Goods on board on a previous flight.
Date: 201909
Local time of day: 1201-1800
Location: BOS.Airport, MA
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
Airspace: Class B BOS
ATC / advisory: TRACON A90
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Failed
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: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Manuals; Equipment / Tooling
Primary problem: Aircraft

Narrative: While hand flying the turn from base to final; my iPad became unresponsive when attempting to switch Jepp FD Pro view from the STAR chart to the approach chart for the ILS 27 approach. The display then blanked and the iPad became completely unresponsive; a state in which it remains hours later. Due to the daytime VMC conditions; having already briefed the approach; and my familiarity with the airport; I continued the approach and landing. The FO (First Officer) suggested giving me his iPad; but at this late stage of the approach I considered it the safest option to continue to the landing without transferring his iPad. The landing; roll out and taxi in to the gate was uneventful. Had this event occurred at night; in IMC; or at an unfamiliar airport a go-around would have been required in order to brief our new plan for operating with limited information for one pilot; and planning the subsequent flight operations and taxi would have been much more difficult without any back-up paper charts to help.




Synopsis: B757 Captain reported failure of Electronic Flight Bag on final approach.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: An aircraft came in for a weight and balance. After the aircraft was defueled we pushed it into the corner of the hangar in front of the chemical room. I walked over to check on the guys and to see how the work was coming along. As I was walking by the mechanics called me over to the aircraft and they said I needed to come take a look inside of the dry bays just forward of the MLG (Main Landing Gear) wheel wells where the fuel sump drains are located. I looked up into the LH bay and saw a hydraulic fuse zip tied; I then looked up into the RH bay and saw the other fuse zip tied. I asked the mechanics to get a picture and send it to me. I then asked the guys to cut the zip ties and we then verified after they were cut that the levers on both fuses were in the correct positions and they then performed an ops check. It was a complete oversight on my part to not check the other fuses that exist on the aircraft to ensure that they were not zip tied also. Being the 2nd most senior mechanic on shift and also being the shift supervisor it was a complete oversight on my part to not inform them to document what we found and to not take the initiative and document it myself. In all sincerity I just didn't quite understand the seriousness of the situation and how big of an impact it could have had on the safety of flight. I thought of it as a couple of zip ties and nothing more; which is a complete failure on my part. I take responsibility for this; my guys did the correct thing by letting me know what they had found and I failed them by not informing them to document it and not documenting it myself. There was some operational check that were performed at a previous date that requires the hydraulic fuses to be placed in the bypass position. After the check was performed the zip ties were forgotten and not removed from the fuses that were on the aircraft. Anytime we find a situation where things are not as they should be with an aircraft we need to document it. It doesn't matter how big or small it seems to be it must be documented.


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


Synopsis: The maintenance crew for an Embraer reported the brake system hydraulic fuses were zip tied in the bypass position.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While enroute we were in between buildups. After going through a few clouds we came upon a large buildup that we couldn't avoid. While going through it; we experienced moderate/severe turbulence. The Captain kicked off the autopilot to hand fly around the clouds. We told ATC of the issue and he told us to 'do whatever you need to do.' We exceeded our assigned altitude by 500 FT; but heard nothing else from ATC. After exiting the build up; the cruise portion of the flight continued as normal. Upon arrival at the terminal area we were cleared to fly 040 heading and to descend to 4;000 FT. After leveling at 4;000 FT the Captain advanced the throttles. When he did; the right engine flamed out and the ITT spiked into the red indication. I immediately ran the checklist for engine failure. After securing the engine; we tried a restart but the ITT spiked again when he tried to advance the thrust levers. (Note: the N2 never exceeded 45%.) The Captain immediately shut the engine back down; and we executed an emergency landing without further incident.


Second narrative: Sent an ACARS message to Dispatch; but due to time constraints did not speak to them verbally. I felt confident they would have us do what we were doing and land at our destination.If I had to do it over again I would transfer the controls and the radios to the First Officer and run the QRH myself. Not because he did a poor job but because I found myself constantly trying to 'look over his shoulder' to make sure nothing was missed. I feel that this would have reduced my stress level significantly and sped the process up rapidly.


Synopsis: Shortly after encountering significant turbulence while deviating for weather; the flight crew of a CRJ-200 had to shut down the left engine due to its failure to spool up; accompanied by high ITT; following a descent.
Date: 201811
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
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: On initial descent for the approach; student powered back from cruise to 30%. When powering back; Instructor felt the aircraft starting to shake violently and continuously while descending. Instructor scanned engine instruments for any abnormality and noticed cylinder 4 EGT and CHT offline. Instructor; [as a] precaution; requested a visual for the south runway and switched the fuel tanks; turned the fuel pump on; etc. Instructor took controls. When nearing the airport; cylinder 4 came online; power was normal and vibrations ceased; abnormality was not duplicated throughout.




Synopsis: SR20 instructor pilot reported Number 4 cylinder went 'offline' on descent; but resumed normal operation shortly thereafter.
Date: 201404
Local time of day: 0601-1200
Location: CLT.TRACON, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E CLT
ATC / advisory: TRACON CLT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: I was given the clearance to descend via the IVANE3 arrival to Charlotte. Complied with all the restrictions and crossed IVANE at 10;000 FT as depicted on the chart. Looking forward to next fix; realized that GIZMO was cross between 13;000 FT and 11;000 FT. We were already at 10;000 FT and nobody was saying anything. At that point it was too late to climb back up to 11;000 FT to start back down to the next altitude of 9;000 FT so we initiated [a]descent to 9;000 FT after passing GIZMO. ATC issued no alerts or modified instructions. Once on the ground I contacted the ATC facility to let the Manager know of the misprint in the NAS chart which confirmed what was on my approach plate and FMS database. He said that they knew about the issue. I asked why it wasn't notamed and he didnt give me a clear answer. I told him that most regional jets without autothrottles will shoot for the bottom of the arrival windows and I gave him my flight number as an example. Interpret the arrival to stay at 11;000 FT over IVANE rather than descending to 10;000 FT before GIZMO.




Synopsis: A Captain reports that the lowest crossing altitude at IVANE on the IVANE3 to CLT is 10;000 FT and not compatible with the next crossing restriction at GIZMO of 11;000 FT to 13;000 FT.