elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 1201-1800
Location: IMM.Airport, FL
Flight conditions: VMC
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
Airspace: Class E ZMA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: I was flying to IMM on a pleasure flight and to purchase fuel at Immokalee Regional Airport as it is the cheapest fuel near my home airport. As there was a TFR in effect close to my home airport; I made sure to check and make sure that my route of flight would keep me out of the TFR. After leaving; about 3/4 of the way through my flight; I noticed a light twin engine aircraft at my altitude coming at me very rapidly from my 8 o'clock position. Fearing that the aircraft was going to impact me; I was preparing to take evasive action when it suddenly veered sharp left and pulled up alongside of me for what seemed to be about 3-4 seconds. It then executed a sharp descending left bank and disappeared. A few minutes later I landed without incident at IMM a little shaken and wondering what the heck just happened. I knew that I could not have been anywhere near the TFR and that had this had been a military or government aircraft; it would have tried to establish communication with me by rocking its wings; but it did nothing of the kind. I went to a computer to confirm that I was nowhere near the TFR and noticed that I may have clipped the northeast corner a firefighting TFR. Being so preoccupied with not violating the big TFR; I overlooked the possibility that there could be another TFR in the same general area and being familiar with that area; knew that there were no other permanent flight restrictions. Especially since this is a remote area in the middle of the Everglades.




Synopsis: GA pilot reported a firefighting TFR incursion while trying to avoid another TFR in the area. When the pilot was in the TFR another aircraft formed up on him without communication; then departed after a few seconds.
Date: 202112
Local time of day: 1201-1800
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Detected an odor onboard the aircraft.




Synopsis: CRJ-900 Flight Attendant reported an odor onboard the aircraft.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Champion Citabria Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Grumman Corp Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Trainee; Pilot Flying
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: While on final to [Runway] XXL to full stop landing; both the my student and I became aware of an aircraft in close in and behind us when tower cleared Aircraft Y to land [Runway] XXL and the plane called [Runway] XXL short approach.  At that time; we were probably 1/8 of a mile from the threshold and 150 AGL.  I announced that we were short approach [Runway] XXL.  At that time; Tower told the Aircraft Y to go around side step left.  I witnessed two aircraft shadows of approximately the same size and merging. I called 'MY PLANE' taking the controls and nosing down lower as Aircraft Y went over the top of us; missing by 50-75 estimated.  I queried the Tower whether I was still cleared to land [Runway] XXL.  Tower replied confirmed we were; so I continued the landing on [Runway] XXL and taxied in to the ramp.After securing the aircraft; we saw the CFI and student pilot of Aircraft Y; asking them if they were the Aircraft Y who had told to go around on [Runway] XXL to which they confirmed.  I asked them if they had seen us on short final to which the student pilot said 'No' they had not.A subsequent call to the Tower indicated that it had been a very close near miss.


Second narrative: I was in ZZZ's traffic pattern with my Instructor in the downwind leg of a traffic pattern; ZZZ Tower gave us traffic to follow who turned base and side stepped to the parallel runway; I didn't see any traffic on base or final and confirmed verbally by saying 'base and final are clear' before turning left base for Runway XXL and then about a mile final for Runway XXL. I asked my Instructor if we were cleared to land and right as I finished speaking; another aircraft on final asked Tower about the traffic in front of them. Tower confirmed our positions and told me to go around and side-step left.  After executing a go around; we were extra; extra cautious and made our last landing a full stop.  After speaking with the other pilot of Aircraft X; who we never were able to see; it appears as my low wing aircraft and his high wing aircraft were in each-others blind spots; him being below me in the Aircraft Y. After he had me in sight he reported about a 200 ft. distance between us.


Synopsis: Pilots reported loss of situational awareness caused a Near Mid Air Collision.
Date: 201910
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Human Factors; Logbook Entry; Procedure
Primary problem: Ambiguous

Narrative: We had a carry forward item on this MRD. It required an inspection every 7 days. The last line of the carry forward entry indicated that the item had to be repaired by XA/31/XX (which is a separate issue). We flew on XB/14/XX. According to the MRD; the plane is grounded for failure to repair the item according to the FAR.Upon inquiry to [Maintenance Control]; we discovered that the completion date had been changed to XC/31/XX (again; a nonexistent date). The writeup on the MRD however showed no such thing. It turns out that only seven separate items can be entered under a carry forward item number. This item therefore had an unknown number of entries which were not available to the cockpit. While [Maintenance Control] can see the entire paper trail; the crew cannot. This is unacceptable. At the very least; the latest entries regarding a maintenance item must be available to the crew. Preferably; ALL entries should be available to the crew.This is a failure of the MRD format.




Synopsis: B777 Captain reported various Maintenance documentation errors and procedural/policy deficiencies.
Date: 201808
Local time of day: 0601-1200
Location: HEG.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G HEG
ATC / advisory: CTAF HEG
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Aircraft

Narrative: After through preflight and run up per Mooney checklist we departed Runway 07 at HEG. Shortly after raising the gear we had an sudden; immediate; full loss of engine power. I announced to my co pilot 'I've lost power; I've lost power'. Because we were so low I told my co pilot I would land straight ahead and asked him to switch the fuel selector to the other tank hoping our windmilling prop would restore engine power. I quickly scanned the area ahead aimed for the clearing slightly left of the 07 departure while pitching for best glide. I then selected gear down and attempted land off airport in the grass and sand. Upon touchdown the nosegear and left main gear collapsed and the windmilling prop struck the ground. I asked my copilot if he was ok and we evacuated the airplane.




Synopsis: Mooney pilot reported engine failure on departure and having to land off airport; causing damage to the aircraft.
Date: 202112
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
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: I was Captain of Flight XXX; ZZZ-ZZZ1. Normal takeoff and climb to FL340. At XA40Z the #2 engine driven hydraulic pump low pressure light illuminated. Hydraulic pressure system B slowly dropped to a very low indication with the system B pressure showing 2;980 PSI. The QRH (Quick Reference Handbook) was ran. Dispatch was contacted via frequency and a patch with Maintenance Control was initiated. B system quantity was showing 106 with pressure holding around 3;000 PSI. It was decided that the indicator failed and we (Dispatch; Maintenance Control; and Flight Crew) decided that it was fine to continue to ZZZ1. The FO (First Officer) and I decided to closely monitor the hydraulic systems as we continued. Approximately 6 to 8 minutes later; we saw the B system pressure drop to 100 psi with a zero quantity indicated. We ran the Hydraulic System B failure checklist in the QRH; contacted Dispatch and Maintenance Control. We decided to return to ZZZ. We requested priority handling and returned to ZZZ with an uneventful landing on RWY XXL per the QRH.




Synopsis: B737 flight crew reported hydraulic failure in cruise resulting in a return to departure airport.
Date: 201511
Local time of day: 1201-1800
Location: LAX.Airport, CA
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: Initial Approach
Airspace: Class E ZLA
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: I was pilot flying and well prior to TOD; my FO and I briefed the SEAVU arrival with runway 25L. We also briefed the usual LAST SECOND runway change to 24R. We completed the Approach Descent Checklist well prior to TOD. We were cleared to cross KONZL at 17;000 at 280 knots. We started down early and were planning to arrive at 17;000 @ 2 miles early. We were prepared. LA Center handed us off to SOCAL and passing 18;000 CHANGED our runway to 24R AND gave us a speed reduction to 250. I had to click off the autopilot; use full speed brakes and really push it to make the restriction. We crossed KONZL 300 feet high. ATC said nothing to us and we landed uneventfully.We understand that our work environment is fluid; and that there are other flights involved; but enough of this. While we pilots appreciate our new arrivals and departures; it would be nice for ATC to leave us ALONE to do our job; it is frustrating when ATC assigns us one arrival and runway; and a crossing altitude; THEN changes the arrival; runway; and gives us a speed reduction; JUST prior to the crossing altitude! Does this make any sense? Yes; I take responsibility for this; and yes; I could have told ATC unable; but as pilots we try to get the job done. Is there ANY possible way that you could have a serious CHAT with LA Center; SOCAL; AND DEN Center/Approach? LA is bad; but DEN is far WORSE! PLEASE? Do this for us? I would like to know what their responses are to your questions.




Synopsis: B757 Captain was issued a speed restriction and runway change just prior to KONZL on the SEAVU2 arrival to LAX and is unable to comply; crossing KONZL 300 feet high.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Gust Lock
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While preparing for takeoff; the Gust Lock would not completely disengage in the Thrust Lever Quadrant; jammed mechanical linkage. Told ATC we would need a minute or so in position and was told to taxi clear of the runway. Maintenance problem; probably unavoidable. Rejected Takeoff (RTO). Flight was delayed.

Callback: Reporter stated the Gust Lock control handle only disconnected about half way forward; would not fully disconnect; jamming Thrust lever movements. The Gust Lock did release elevators; but would not disengage in the Thrust column.



Synopsis: A Captain reports the Gust Lock on an EMB-145 aircraft would not completely disengage at the Thrust Lever Quadrant while preparing for takeoff. Crew cleared the runway due to jammed mechanical linkage.
Date: 201605
Local time of day: 1201-1800
Location: RKSI.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 6 km; 3.5
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower RKSI
Reporter organization: Air Carrier
Reporter function: Relief Pilot; Captain; Pilot Not Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: During radar vectors (southwest of field) to ILS 34 approach cleared to 1;600 feet MSL. As we flew over an island (VMC; level flight) the GPWS gave a brief 'Terrain' annunciation. Pilot Flying (PF) cleared area visually and elected to remain in level flight. Approach continued with no further issues. ATC gave too low of an altitude assignment for the minimum safe altitude. Flight crew failed to catch this and accepted the clearance. PF and all Pilot Monitoring (PM) need to more closely monitor MSA ARP and challenge such a clearance.




Synopsis: B747-400 Captain reported receiving a GPWS terrain alert on approach to RKSI after an inappropriate clearance from ATC.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Airspace Structure

Narrative: I was working arrivals and departures off runway XX. Aircraft X was inbound and I was maneuvering them east of the airport for a sequence with my arrivals and departures. The departure sequence was adjusted with my departure and those off other runways which changed my plan for when Aircraft X would come in. As I quickly adjusted my plan I briefly ended up with Aircraft X in an area below the Minimum Safe Altitude and corrected that. As the departure plan changed I was in a hurry to bring Aircraft X right in and accidentally clipped a higher MSA within the bravo airspace. I was too focused on the departure plan and didn't immediately recognize Aircraft X would pass into a higher Minimum Safe Altitude. I will be more cognizant of that next time when I'm giving instructions to VFR aircraft. I will also put their altitude assignment in their scratchpad as an extra indicator of what I assigned them.




Synopsis: A Tower Controller reported they had issued instructions to a VFR aircraft in the pattern which resulted in flight below the minimum safe altitude.
Date: 201709
Local time of day: 1201-1800
Location: ADS.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ADS
ATC / advisory: Tower ADS
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was on my frequency departing to the north squawking 1200. I restricted Aircraft X to maintain at/or below 2;000 feet for inbound traffic from the northeast; a VFR [aircraft] worked by Approach at 2;500 feet. I noticed there could be potential additional traffic from the northeast traveling southwest bound to intercept the final; Aircraft Y at 2;500 feet still talking with Approach. I issued traffic to Aircraft X regarding Aircraft Y; then I noticed Aircraft Y descending from 2;500 feet to 2;300 feet then to 2;200 feet. I told Aircraft X about the traffic and immediately suggested a right turn to avoid the traffic. Then I saw Aircraft Y changing heading from southwest to southeast right into Aircraft X. I tried to reach for Aircraft Y; but he wasn't on my frequency. At that point the 2 aircraft were about 1 1/2 miles apart and I issued a traffic alert to Aircraft X and Aircraft X reported Aircraft Y in sight. I saw the targets merging on radar at the same altitude of 2;000 feet.The recommendation would be to restrict descend on an arriving aircraft until passing any VFR aircraft below that could become a conflict.




Synopsis: A Local Controller reported an inbound aircraft still on Approach Control frequency descended through the altitude of a VFR departure.
Date: 201601
Local time of day: 1201-1800
Location: N90.TRACON, NY
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B N90
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ATC called traffic with a 20 degree left turn to avoid; traffic was 400 feet below. In the turn we got a Traffic Advisory (TA) followed by a Resolution Advisory (RA) to descend. Traffic showed 100 feet below. Made visual contact; passed within 100 feet vertical and 50 yards lateral. We had descended to about 4;300 feet; ATC instructed us to climb back to 5;000 feet. We complied and reported the RA to the controller; which at this point was a different controller.


Second narrative: The Captain was able to obtain visual contact with the Cessna slightly to the right of our nose and almost the same altitude as we were. I continued to follow the Resolution Advisory (RA) descending as we passed what looked like a Cessna off our right wing that seemed to be about 150 feet away and 100 feet above. ATC called us to climb to and maintain 5;000 feet. The Captain told them we had responded to an RA and that we were clear of the traffic and will climb back to 5;000 feet.


Synopsis: B737 flight crew reported an NMAC with a light aircraft on arrival into EWR.