elihoole/asrs-aviation-reports huggingface dataset:
Date: 201711
Local time of day: 1201-1800
Location: RJJJ.ARTCC, FO
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center RJJJ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Chart Or Publication

Narrative: The flight was normal up until the point where we transitioned from Manila (RPHI) to Fukuoka (RJJJ - JAPAN OCEANIC AREA) at MEVIN intersection on airway L625. We had been in continuous contact with Manila control via CPDLC and Manila radio on HF (after receiving a good SELCAL check upon entering Manila airspace between ANOKI and ARESI). About 5 min before crossing the FIR at MEVIN we received a CPDLC disconnect message indicating the link with Manila RPHI was terminated. We immediately signed-on to RJJJ and sent them a position report after they accepted the CPDLC sign-on. We could not raise Tokyo Radio on HF and we asked RJJJ via CPDLC for an HF frequency for Tokyo Radio. We received the following cryptic message; 'This is oceanic control. Contact control on VHF'. We touched Ball note #8 on the Jepp-Pro application. The communication block that came-up in FD-Pro was WORTHLESS INFORMATION! We touched-on the communication box in the pull-out menu on FD-Pro and it showed FUKUOKA CONTROL 118.9 and 119.35(secondary) - we received no response on either. We finally received a SELCAL from the last Manila Radio frequency and was told to contact NAHA control on 123.9. We made contact with NAHA and were chastised twice by the controller and again by the controller supervisor for being in their airspace for 10 min without contacting them! The High IFR chart in JEPP-PRO indicates the airspace belongs to RJJJ FIR -This is absolutely NOT TRUE! It belongs to NAHA Control on Okinawa! The Jeppesen high chart and the pull-out information box need to be updated to reflect this REALITY. The whole incident could be avoided with proper charts and/or a CPDLC or HF handoff from Manila Control to NAHA control. Manila simply terminated the CPDLC connection without comment and Manila radio failed to SELCAL us with the hand-off to NAHA control until 10 minutes after we had passed the FIR boundary.


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


Synopsis: Air carrier flight crew reported being out of contact for ten minutes in Fukuoka airspace due to a late hand off from Manila ATC and an error in ATC frequency information in the Jepp-Pro application.
Date: 201710
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
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 Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial descent cruise at FL270 for arrival; First Officer noticed System Display page Cabin PSI indication was abnormal in red. Immediately; we responded to Cabin PSI system page abnormality. As cabin altitude was showing 9;400 feet and climbing; I commanded oxygen masks on. We asked for immediate descent with ATC and [advised them] of altitude abnormal condition. Flight attendants were already seated and cabin secured as I advised of turbulence and requested early clean up and stay seated. Descent ended at 10;000 feet. Cabin altitude continued to climb over 11;000 feet. Proceeded to airport; and landing uneventful. No deployment of oxygen masks and no injuries or other incidents.




Synopsis: Air carrier Captain reported a malfunctioning pressurization system during descent requiring an immediate descent to a lower altitude.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I took off with flight following. I plotted a course to the North East that looked like it would sufficiently avoid the highest terrain on my climb out and also get me out of the busy airspace as soon as possible. Shortly after takeoff; the tower told me to contact approach and to stay under 2500 feet until instructed otherwise. Due to heavy radio traffic; I was unable to make contact and be acknowledged by approach for several minutes; during which time my climb out was delayed. Finally; approach acknowledged my call and allowed me to begin my climb out above 2500. Approximately 4 or 5 minutes later the controller called to ask if I was familiar with the local terrain. Not being from that area I responded 'negative'. She then informed me that I was triggering a terrain alert. I was not in immediate danger of terrain collision and I had sufficient room to perform a 180 degree turn if it appeared I could not gain sufficient altitude to clear the terrain ahead. Nevertheless; I decided it was best to ask the controller's advice. She told me she was about to loose my signal and transferred me to another controller. Upon making contact with the next controller; I was immediately asked if I could turn south without delay. I responded 'affirmative' and began the course reversal immediately. I asked the controller if I could maneuver in the area until I gained sufficient altitude to clear the terrain and proceed on course. This had been my plan from the beginning as there was sufficient room in the area for me to make a 360 degree climbing turn without coming close to the terrain. However; the controller asked that I proceed on a vector of 100 and continue climbing until told to do otherwise. He also told me that I had 'scared him to death'. I did as instructed; and was soon handed off to another controller who made no mention of the terrain alert. The vector I had been provided took me through a Pass and out of the [busy airspace]. The remainder of the flight proceeded without event.




Synopsis: A Beach Bonanza Pilot reported that ATC informed him that he triggered a terrain alert.
Date: 201406
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E I90
ATC / advisory: TRACON I90
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flying the DRLLR ONE arrival into IAH we complied with the descend via instructions with no issues. At the fix DOMNO the arrival and the flight plan in the FMS had VLDEZ after DOMNO on a 087 heading. With the autopilot on the FMS never started the turn to VLDEZ and continued on our heading through DOMNO; and kicked into ROL mode. The Captain was pilot flying and quickly took control and started a turn back on course.  ATC never inquired therefore we never brought it up. The rest of the arrival was normal. With both the pilot flying and pilot monitoring the undesired aircraft state was limited and quickly corrected. We were aware of going into ROLL mode at the end of the STAR but did not expect it at DOMNO. Realized the FMS did not make the turn to VLDEZ and take action before completely passing through DOMNO.




Synopsis: EMB145 First Officer reports his aircraft failing to turn for VLDEZ over DOMNO on the DRLLR 1 RNAV to IAH. Manual intervention is required to turn the aircraft toward VLDEZ.
Date: 201903
Local time of day: 0601-1200
Location: ZZV.VOR, IN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class E ZID
ATC / advisory: Center ZID
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: Flying level at 15;500 and 220 knots (groundspeed); both pilots observed a black object with a small red payload hanging below. The object was in sight for only a couple seconds before it went above our right wing with about 10 feet of clearance. It is unclear if it was a drone or balloon of some type; but it appeared to be maintaining altitude. The object was reported to ATC.




Synopsis: Captain reported sighting an object (either a drone or balloon) close by his aircraft while flying at 15;500 feet.
Date: 201809
Local time of day: 0601-1200
Location: A80.TRACON, 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: Descent
ATC / advisory: TRACON A80
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were filed and cleared via the SITTH 2 arrival into Atlanta. TCAS was deferred per MEL. Enroute ATIS for ATL was obtained and stated PRM approaches landing east were in use. After contacting Dispatch and consulting the Flight Manual; it was determined PRM approaches could not be conducted due to TCAS inoperative. ATL Approach Control was notified on initial contact and we were told to expect runway 9R. Approach then cleared us to descend via the SITTH 2 arrival. Shortly after; we received a runway change and were assigned runway 8L for landing and accomplished the required runway change items. Approach Control then cleared us direct GAASS (fix on SITTH 2 for 8L) and told us to descend and maintain 8000'. Both pilots acknowledged instruction and verified descent to 8000'. Approach Control handed us off to a different Approach frequency. Upon checking in on the new frequency; we were immediately told to stop our descent and climb to 11;000' and fly an assigned heading. We read back and complied with these instructions. We then explained to the Controller that the previous Controller had cleared us to descend to 8;000'. The Controller then cleared us direct KLOWD on the SITTH arrival. During downwind; we subsequently encountered moderate wake turbulence resulting in 40 degrees of bank left and right. ATC was notified of this event and no further turbulence was encountered. The arrival and approach were also completed with no further events. TCAS inoperative prevented PRM approaches and required ATC modified clearances; which eventually resulted in ATC miscommunication. Wake turbulence was an unrelated event to the TCAS inoperative; but resulted in an [upset situation]. The MEL for TCAS does not indicate PRM approaches may be affected. Additionally; neither the approach plates nor PRM notice to all users page indicate TCAS is required for PRM approaches. Only after consulting Dispatch and the FOM were we able to determine that we could not conduct a PRM approach without TCAS. We suggest a note be added to the MEL that indicates PRM approaches are not authorized per the Flight Manual.




Synopsis: CRJ-200 First Officer reported a clearance misunderstanding which resulted in an altitude overshoot during arrival into ATL.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Nearly an hour after sending the flight release; and only minutes before scheduled departure; an out of service MEL was placed on the aircraft for excessive oil consumption which maintenance needed to check out before the flight could be released for departure. However; being so close to departure time already; not myself; the crew; or even the dispatch coordinators knew anything about it; so the plane pushed back from the gate. Then I finally got the alert on my desk that the plane was tagged out of service and cannot depart. I contacted the crew; but in the end the coordinators allowed the plane to depart and simply cancelled the MEL; although this potentially serious issue still existed.I did not contact the crew on the radio; I only sent them an ACARS because I incorrectly assumed that such an issue would have been something the crew would have already known about; and should have already been in contact with maintenance. It wasn't until after the pilot called me that I found out he knew nothing about his plane being tagged out of service or having any oil issues. It seemed that this MEL was added without anyone else's knowledge for I don't know what reason; or how it was determined that the aircraft was having oil consumption issues without prior consultation with this pilot; as I assumed would have been the case.Quite simply this was just a breakdown of communication between maintenance; dispatch; and the crew. While on the line with the pilot; I asked the coordinators if they would like him to return to the gate so the maintenance check could be performed; but they told me to just let him go and cancelled the MEL. The flight took no delay.




Synopsis: CRJ-700 Dispatcher reported an aircraft he was working departed with a known excessive oil consumption issue.
Date: 201502
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Ramp; Gate Agent / CSR
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Object
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Equipment / Tooling; Aircraft
Primary problem: Equipment / Tooling

Narrative: After loading all the PAX; I went remove the manual PAX stand from the aircraft. This particular PAX stand is hard to move because of the wheels. The stand has to be pushed side to side before it goes straight. After pulling the PAX stand back we were preparing for push back. The flight attendant proceeded to try to close the door but; when the door closed only half way; I was called over. The flight attendant said the orange ball had rubbed against the cable when I was pulling the PAX stand back; which derailed the cable from the pulley. Maintenance was called to put it back on track; which caused a delay.




Synopsis: A flight was delayed from the gate when; during the removal of the manually operated passenger loading stand; a cable was preventing the door from closing.
Date: 201408
Local time of day: 1201-1800
Location: LFT.Airport, LA
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class C LFT
ATC / advisory: TRACON LFT; Tower LFT
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Time Pressure; Troubleshooting; Communication Breakdown; Confusion; Distraction
Second reporter function: Approach
Anomaly: Conflict Airborne Conflict; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Procedure

Narrative: I was working local control with the radar controller switched Aircraft X to me on a visual approach.  I cleared Aircraft X to land runway 4r.  I continued to scan the d-brite and noticed that the radar controller had turn Aircraft Y onto the ILS final and with speeds compression was occurring rapidly and to avoid a tie to the runway threshold I cancelled Aircraft X's landing clearance and turn him to the south heading 180 and then called the traffic that he was going to have to follow to the airport and he reported the traffic in sight so I instructed Aircraft X to follow the traffic and issued the visual approach clearance.


Second narrative: Aircraft X inbound from the northwest for runway 4R and Aircraft Y from the southwest for 4R.  ILS approaches are in use.  Aircraft X was inbound from the NW and requested a Visual approach several times and was instructed that I could not vector him for a visual because the bases were too low; but if he got the field in sight at any point being vectored for the ILS; to report it in sight.  He got the airport in sight 10 east of the field and was instructed to keep his base in tight for sequence.Aircraft X was cleared for a visual approach.  I turned Aircraft Y from a 110 heading base leg 18 SW of the field to a 160 to build some spacing.  When I turned Aircraft Y on to final and was cleared and established for an ILS and instructed to maintain 180 kt till the final approach fix.  Aircraft X did not turn his base to a final; instead extending his base leg while Aircraft Y was tracking inbound from the final approach fix. The Local controller had both in sight and made the decision that Aircraft X wasn't going to turn in final and land with the required spacing in front of Aircraft Y and canceled his approach clearance; turned him left to a 180 heading.  Aircraft X got Aircraft Y in sight and followed him to the runway in sequence.  When Aircraft X was tracking outbound on the 180 heading; 3mi separation appeared to not exist.I should have either taken Aircraft Y across final for spacing or not made Aircraft X #1 in front of Aircraft Y.


Synopsis: LFT Approach and Tower controllers report of an overtake on final due to speed and turns.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Conflict Airborne Conflict
Detector: Automation Aircraft Other Automation; Automation Aircraft RA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During descent on the STAR into ZZZ at about 12;000 MSL we got a TCAS intruder alert. It went yellow. From its position and altitude it was obvious to us that the other aircraft did not see us and was going to result in an RA. While getting ready for the RA we attempted to visually find the aircraft. While doing that; we got a level off RA. From a roughly 1;800 fpm descent we leveled off. I was finally able to see the aircraft as it was going underneath us. I don't know what it was but it was a small low wing GA aircraft with a full canopy and blue wingtips while the main body appeared to be all white. My FO (First Officer) said that it sounded like an RV but he didn't see it so couldn't say for sure. We reported it to ATC. They asked if we had to maneuver which we said yes. The FO (First Officer) told ATC it was a 172; but that was before I described it to him. ATC said thank you and asked no further questions and gave no further instructions. So we just rejoined the arrival and path and was able to hit all altitude gates. Flight landed without further incident. At no point did we receive a traffic callout from ATC. Without the RA; it is my opinion we would have collided with the intruder aircraft. Duty officer notified.We did what we needed to do and complied with the RA. We visually found the intruder to make sure that we avoided a collision. Only thing [is] that it would have been nice to get a traffic callout from ATC.




Synopsis: Air carrier Captain reported NMAC on descent.