elihoole/asrs-aviation-reports huggingface dataset:
Date: 201512
Local time of day: 0601-1200
Location: D01.TRACON, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B D01
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: VFR flight from to [Airport X]. Level at 9;500 MSL and approximately 10 miles outside the outer limit of Denver Class B airspace I was switched over to Denver Approach. I checked in and requested clearance into Class B airspace. This request was denied and I was told to remain clear of Class B airspace and to descend below. I made a decent to 8;500 MSL to fly below the outer layer of Class B airspace with a floor of 9;000 feet MSL. The next layer of Class B airspace had a floor of 8;000 feet MSL. I again requested clearance into Class B airspace and was told that I would not be cleared into the airspace and that they handle 100's of aircraft VFR in and out of [Airport X] each day. I informed the controller I did not want to descend below the 8;000 MSL layer until I was closer to [Airport X]. I was then informed by the controller that the floor of the airspace in front of me was 10;000 MSL. I responded that my charts said 8;000 MSL and started a descend to 7;800 MSL to remain clear of the Class B airspace. As soon I leveled at 7;800 to remain clear of the airspace a traffic contact 500 below me came up on my TCAS as a yellow target. [Airport X] tower informed me of the traffic; said he thought they were talking to Denver Approach and that I might need to make a turn or climb to avoid the traffic if they continued to climb. The traffic did not level off and my TCAS gave me an RA 'Traffic; Climb Climb!' I responded as necessary which caused me to climb into the Class B airspace at an altitude of 8300 MSL. Where I temporarily leveled until my TCAS gave me the RA clear message and then I descended back to 7;800 MSL.




Synopsis: Aircraft responded to a Resolution Advisory (RA) while on approach. During the evasive event there was a possible incursion into class B airspace; but it is not clear that it actually occurred. Denver approach control did not state as such.
Date: 201509
Local time of day: 0601-1200
Location: EISN.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center EISN
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Climb out of normal. Cleared to climb to FL340. Oceanic clearance received was for NAT B crossing at FL330. At 110 mi. E of DOGAL; EINN cleared us to FL330. MCP altitude was set and I pushed the Altitude knob to initiate descent. The VNAV cruise page was set for FL330; with a hard tuned speed of M.83 (the assigned speed in the oceanic clearance.) The legs page was also programmed for M.83/FL330 at DOGAL fix. The plane descended to FL330 normally; but we did not notice that at some point the aircraft had slowed to 250 kts. As we crossed DOGAL; we were busy accomplishing the Class II fix procedures; as well as receiving and accomplishing radio communications switch to HF. At the same time; an 'Insufficient Fuel' message displayed in the CDU. It took a moment or two to investigate the reason for the fuel message. We noticed that the Prog Page showed a landing fuel of 3.6 and the landing time had increased about 20-25 minutes over what it initially was. We eventually found that the VNAV cruise page had completely blanked; and all the entered information was now blank. At this time we noticed that the plane had slowed in cruise to 250 kts. (about 40 kt decrease from what it was.) It is unknown when; or how long the 250 kt speed occurred. After reprogramming the VNAV cruise page; the plane accelerated back to M.83; and the Prog Page now showed normal arrival fuel and time. I believe we were not at 250 kts for more than 5 or possibly 10 minutes; but we did apparently cross DOGAL below the assigned M.83 speed. We do not know how or why the VNAV cruise page deleted its entered information.




Synopsis: B777 Captain reported his speed dropped to 250 KTS in cruise flight at FL330 when the FMC dumped the cruise speed settings.
Date: 201906
Local time of day: 1201-1800
Location: PAE.Airport, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D PAE
ATC / advisory: TRACON S46
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Airspace Structure; Procedure; Company Policy
Primary problem: Airspace Structure

Narrative: Cleared for the RARYO at or above 3;000 feet with straight in RNAV 34L approach. Traffic reported by ATC and we reported traffic in sight to ATC. After sequencing RARYO in descent traffic in-sight was near our track and ATC advised and asked if we would like to continue. With traffic in sight and not in conflict; visually continued straight in to Runway 34L. Traffic encroached our path and initiated an RA. Autopilot was disconnected and flew manually to climb 200 to 300 feet; then followed by a level off. Report of RA was made to ATC. ATC asked if we were able to continue with the Visual Approach. Decision was made to continue with the Visual Approach with traffic in sight and being non-issue with associated traffic. Tower cleared us to land and landed 34L. Selection of TA in the MCDU versus TA/RA while on final approach with traffic in sight.




Synopsis: Air carrier Captain reported an RA for an unidentified VFR aircraft while on an RNAV Approach to PAE airport.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Light: Daylight
Aircraft: Falcon 2000
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We] performed an emergency descent. The aircraft was cruising at flight level 430. The aircraft was about 2 hours into the flight and weighed approximately 33000 lbs and was in smooth air on top of the clouds. Both pilots felt the large cabin pressure change in their ears first and noticed the rapid cabin rate increase on the synoptic. The aircraft oxygen masks were donned and an emergency descent was initiated. The passenger oxygen masks were deployed and donned. The Cabin Altitude CAS was displayed. Air Traffic Control was notified and the aircraft descended to 7000 feet while deviating around several thunderstorms. The CABIN ALTITUDE AND EMERGENCY DESCENT Checklists were completed during the descent. The highest cabin altitude was approximately 15000 ft. ATC provided radar vectors to ZZZ. We had an uneventful landing. After reflecting on the event; I believe a single button push notifying ATC of our emergency and auto selecting 7700 on the transponder would have helped. Donning the crew masks; establishing radio communication with ATC and then selecting the 7700 transponder code within a submenu all while initiating an emergency descent could have been accomplished faster with a change in transponder interaction.




Synopsis: Falcon 2000EX First Officer reported loss of cabin pressure at FL430 resulting in an emergency descent and diversion to the nearest suitable airport.
Date: 201811
Local time of day: 0601-1200
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Time Pressure; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Procedure
Primary problem: Human Factors

Narrative: Assigned PDC (pre-Departure Check) up to step #7 on [aircraft] Stamped completed steps worked. Being previously ETOPS (Extended Twin Operations) qualified; completed assignment and later found out qualifications had been changed by other qualifications added to be ETOPS qualified with no verbal notifications by company or local management.Better notifications of qualification changes by management at morning briefings and monthly safety & compliance meeting.




Synopsis: Maintenance Technician reported completing Pre-Departure Check on an ETOPS aircraft without proper ETOPS qualification.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Latitude (C680A)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Software and Automation
Primary problem: Software and Automation

Narrative: Briefly; as I can write and remember...TCAS advisory of traffic 12:00 closing +3;900 [ft.] descending and less than 15 miles.We were estimated FL210 for FL230 on the SID; the process of switching from ZZZ to ZZZ1 ATC.Traffic continued to descend and closing now 'amber' and 'Traffic Traffic.'Keying the mic to say Aircraft X climbing from FL222 to FL230 when in the midst receive 'Monitor Vertical Speed' 'Climb Climb. Announcing to ATC we were on an RA climb for traffic (I think the conflict was being announced during the transmission).The target was now 'red' and near. (We never saw any traffic outside.)Controller returned with 'We have no traffic in your vicinity climb maintain FL230.'We complied and began our level off as TCAS instructed and 'Clear of Conflict' at FL230.Again ATC advised NO traffic in our vicinity (and apologized at least 2x.)ATC cleared us to climb from FL230 to FL430.The target was still red and directly below us (estimated as I don't remember 3;000 feet; but immediately below our aircraft.As I keyed the mic we heard and saw 'Monitor Vertical Speed' and 'Climb Climb' perhaps we heard 'Traffic Traffic' too... I don't remember.Again as keying the mic; I replied (while RA was announced over the radio) we are on an RA emergency climb from [Flight Level] 230 to 430.Again ATC replied we have no traffic in your vicinity climb to FL430.Once we had 'Clear of Conflict' and climbing quickly I took 2 pictures to show our displays. The target (never seen by us visually nor ATC on their radar) was depicted immediately below our aircraft in 'red' and at that time of the picture 6;100 feet and descending and then disappeared."




Synopsis: C680 Captain reported getting two RAs during climbout; however; they were unable to visually locate the traffic and ATC advised there was no other traffic in the vicinity.
Date: 201604
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: I had just finished receiving to position from the previous controller. Aircraft X was an overflight level at FL110. The data block started to flash MSAW with the next MIA block which was FL115 less than a minute from enter it. I instructed Aircraft X to climb to FL120 immediately. He started his climb and was at FL111 when he entered the MIA block and about a minute later he was thru FL115.[This event] was a simple oversight.




Synopsis: ZAB Controller reported of an aircraft under his control that was lower than the MIA. Controller climbed aircraft; but had already entered the higher airspace; resulting in an airspace deviation.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Cabin Furnishing
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Aircraft

Narrative: I was landing in a Cirrus SR-22 when the carpet became entangled with the rudder pedal and the airplane started pulling hard to the right. I throttled up in an effort to get back into the air but was unsuccessful and hit a runway sign with the right wing flap at which point I lost control of the airplane. I was going approximately 70 knots when I pulled the throttle back to idle. The plane continued across taxiway bravo and I struck a taxi light with the right main tire and finally came to a stop on Runway 36R. Runway 36 right was also in use so I taxied off of the runway to the FBO as expeditiously as possible. In retrospect I probably would've been ahead not to try to get the airplane back into the air.




Synopsis: Cirrus pilot reported carpet in the aircraft becoming entangled with the rudder panel causing the pilot to lose control of the aircraft and hit objects while trying to get the aircraft back under control.
Date: 202111
Local time of day: 0601-1200
Location: BED.Airport, MA
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D BED
ATC / advisory: Tower BED
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I departed BED with my passengers onboard and a CFI friend on the right seat and myself as a PIC. The CFI; not giving any instruction on this specific flight; was unfamiliar with the aircraft as it was her first flight on one; she had no experience with the G1000 avionics either.I was instructed to line-up-and-wait on Runway 23 after Aircraft Y who performed a T&G. I was then cleared for takeoff; instructed to turn right 270 after takeoff and was advised the Aircraft Y ahead of me was doing left traffic.I took off and once at 800 feet I initiated my turn. I then noticed the Aircraft Y started turning right and the avionics started to complain about that traffic being close to us. In parallel the CFI in the right seat indicated she lost visual of that plane; but I still had it in sight. As I saw it turning right I disconnected the autopilot; stopped my right turn and decided to turn a bit to the left as not to cut in front of that traffic and pulled the controls as to tighten my climb. The Controller then inquired whether I had that traffic in sight; I indicated I did and commented I thought that traffic was doing left traffic which the controller agreed to and changed me to Approach after that. I ended up passing above that traffic by about 300-400 feet. I then re-engaged the autopilot; turned 270 and changed frequency.I spoke to the tower later that day; they indicated the Controller's belief the traffic ahead of me was assigned left traffic was a mistake. I'm not sure why the CFI in that plane didn't hear the Tower indicating that in their transmission to me (I believe it was a dual instruction flight).




Synopsis: GA pilot reported an NMAC during takeoff from BED airport requiring evasive action.
Date: 201906
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
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: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working [flight XXXX] when a FAA Hazardous Materials Aviation Safety Inspector came onboard asking what hazardous material we were carrying on the flight. I retrieved the Planned Dangerous Goods Summary that listed 1 item; 11 pounds of Flammable Liquid. He then asked if that is all the notification I had; to which I responded 'Yes'. He then told me that there was more hazardous [goods] onboard; 3 items; because he saw it going into the pit. He took a picture of my Dangerous Goods Summary and showed me a picture on his phone of some kind of manifest. I then called the Dangerous Goods Hotline and asked about the Dangerous Goods on this flight. I explained the situation to the Dangerous Goods Specialist who informed me that we in fact had 3 items loaded; but 2 were lithium batteries which have an exemption from pilot notification. Once I relayed this info to the FAA Inspector; he was happy. He wanted to ensure our procedures were correct and said he had been waiting for some time to witness a [Company] dangerous goods shipment. He then left the aircraft satisfied.The operational impact then occurred when Load Planning decided to split the batteries and flammable liquid out of an abundance of caution. After doing that; local ramp objected saying the shipment was properly packed and shipped by the same shipper and put the load back to the original state. This process of second guessing our procedures caused a 15 minute delay.




Synopsis: B737 Captain reported Hazmat FAA ramp check resulted in flight delay with no anomalies detected.