elihoole/asrs-aviation-reports huggingface dataset:
Date: 201407
Local time of day: 1801-2400
Location: ANC.Airport, AK
Flight conditions: VMC
Light: Night
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower ANC
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Situational Awareness; Distraction; Confusion; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Anchorage was in a Runway 7/33 configuration with Runway 7L/25R closed; training on Final West; moderate inbound traffic; VMC. ANC Tower CIC coordinated with the A11 OS/CIC for an opposite direction departure for Aircraft X. ANC Tower was advised that there would be a 25 minute delay for the opposite direction operation and to expect release reference several inbounds. The Local Controller circumvented the CIC coordination by contacting the training team on Final West and getting a release for the opposite direction departure. This resulted in five aircraft having to be delay vectored to avoid conflict. The North Radar Controller was advised by the South Radar Controller to RED LIGHT the Tower to protect the operation. Immediately after the red light was instigated; the Local Controller [requested] a release for Aircraft Y that if the red light had not been activated; would have departed into conflict with Aircraft X. Opposite Direction Operations are inherently risky and must be well managed. The Local Controller must not by pass CIC coordination or unnecessary risk will be introduced to the system.




Synopsis: A11 TRACON FLM reports of opposite direction departure request by ANC Local Control. Local is told to expect release in 25 minutes due to arrival traffic. Local then coordinates a release with another sector and obtains the release. Aircraft are vectored away from the departure. Local then requests a release on another jet for departure; which would be in conflict with the previous departure.
Date: 201606
Local time of day: 0001-0600
Location: ZAU.ARTCC, IL
Aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Workload; Troubleshooting; Time Pressure; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: When the traffic started to build in the north departure sector [the controller] should have taken some action to prevent the absolute meltdown of the area that occurred soon after. We had airspace hot; and in addition were told to block some airspace for a flight to orbit north of BAE VOR. That aircraft kept spilling out of the protected area. Later some of us were told that the aircraft doesn't actually have to stay inside the area; rather we need to miss that aircraft (rather than the airspace). This sort of assignment of airspace is extremely dangerous and should never be approved; and if absolutely necessary; should be clearly noted to both the flight crew and the controller what exactly is supposed to be happening. In addition; ZAU TMU may have been pushing extra aircraft out the north departure sector; or the airlines were filing it but either way the sheer volume and complexity of the airspace pushed the sector team past the limits of safe operation. I blame the sup for not doing enough to protect the controllers. This [controller] is notorious in the area for not having the knowledge that he should regarding ATC. If he did anything to flow traffic or reroute aircraft or anything it was invisible to me. I worked the BAE sector for an hour in some of the most complex and busy traffic I have seen in years. This should never be allowed to happen. Aircraft were leveling for minutes at a time; calling in unanswered as we tried to figure out how to sort the ac out; climb them; miss overflight traffic and airspace and monitor the flight and his reserved altitude. Fixed Miles in Trail off ORD north when there is hot airspace in the north area. I suggest 25 in trail per stream regardless of departure point at least! Just having the TMU aware of our military airspace does nothing as the TMU is staffed with very low time; inexperienced folks. They have little or no concept of sector saturation. There need to be hard and fast rules regarding airspace and departures in the north area. With the OSH airshow coming up; and staffing numbers low and senior controllers few and far between; I can foresee IFR days when the safety of the sectors will be threatened.




Synopsis: ZAU Controller reported of a shift that got out of hand due to traffic overload; and in the opinion of the reporter; the Front Line Managers lack of action.
Date: 201703
Local time of day: 0001-0600
Location: GOK.Airport, OK
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E OKC
ATC / advisory: TRACON OKC
Second aircraft: Military
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: In cruse receiving flight following from OKC Approach. Approach issued traffic advisory; 8 O'clock; same altitude; remarked traffic was a 'fast mover'; type unknown and he was not talking to traffic. Student immediately spotted traffic behind our left wing. As the CFI I took command of the aircraft and initiated a climb to evade traffic; and reported a climb to ATC. The military aircraft went behind us about 400 ft away; at nearly the same altitude and filled up both rear windows of our aircraft. The military aircraft did not appear to take evasive action. I reported to approach that the aircraft went behind us; and ATC asked what type of aircraft it was. After the evasive maneuver; we were at 5;900 ft on the altimeter and descended back to our VFR cruising altitude of 5;500 ft; and resumed flight back to ZZZ.




Synopsis: C152 instructor pilot reported a NMAC with a military aircraft in the vicinity of GOK airport.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: M-20 J (201) / Allegro
Reporter organization: FBO
Reporter function: Technician
Reporter qualification: Maintenance Inspection Authority
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft came into shop for work. In the course of repairs; kerosene smell was detected in fuel tanks; suspected Jet A contamination within the Avgas. Sent out a sample from the aircraft and also a sample directly from the fuel farm going into a brand new red plastic fuel container; had analyzed for levels of Jet A contamination.Aircraft came back 1.76% contaminated with Jet A. Fuel farm sample came back with 1.96% contamination. Reported findings to Airport and [fuel company]; was denied any claim or responsibility.Customer now requires teardown inspection per Lycoming SB. We have several other customers that appear to also have been affected.

Callback: Contacted reporter regarding this incident. The reporter mentioned that he heard of several other instances at this airport where the fuel used on non-turbined powered aircaft smelled like Jet-A. He also said the Aero-shell company has refused to take any action regarding this incident and has stated that the process used to collect the suspect fuel and have it tested by a lab was not done properly even though the aircraft owner used a brand new fuel container to collect the fuel directly from the aircraft fuel tank as well as the fuel dispenser at the fuel farm. The engine on the subject aircaft was torn down and inspected in accordance with the Lycoming Service Bulletin which requires that to be done if Jet-A fuel contamination is suspected. No damage was found however.



Synopsis: Mechanic reported finding Avgas contamination with Jet A and reported it to both the Airport and Fuel Company.
Date: 202003
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Other / Unknown
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; 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: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: With the COVID-19 threat; the airspace was very empty and we were being vectored to an ILS in ZZZ in VMC. I was the Captain Pilot Monitoring and we discussed the option of a visual approach while being vectored on final because of the extremely low flight density. In anticipation of the handoff to ZZZ Tower; I tuned the #1 radio to XXY.Z and accidentally set that as the active radio frequency prior to receiving a final vector and approach clearance from ATC. The radio chatter was so light that I never realized I had gotten ahead of myself by activating this frequency. We flew east over ZZZ1 and I began to feel it was strange we were not being vectored when ATC called us on XAX.B. I immediately switched back to XAY.BB (approach; and we received a vector and clearance to get back on the approach). We made a steeper than normal turn (about 40 degrees) to get back due to ATC's request we were expeditious. We became stabilized for the rest of the approach.Loss of usual busy ATC talking cues due to COVID-19 event. Fixation on potential visual approach. Errors: Changed frequency to Tower prior to receiving vectors and clearance for approach. Missed ATC instructions which caused us to overshoot our turn to final.Company procedure is sufficient. I personally need to maintain my vigilance; especially when in abnormal airspace situation such as that created by the COVID-19 outbreak.


Second narrative: I was pilot flying and the Captain was pilot monitoring. We were on approach and the Captain changed to Tower frequency too early and we missed our vector. We were given a new heading and landed without issue.Captain changed frequency early.


Synopsis: Air carrier flight crew reported an erroneous frequency change that resulted in a track heading deviation.
Date: 202009
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: During boarding a passenger came on not wearing his mandatory face mask. I asked him to put it on. Before closing the door for pushback; same passenger came to the front to use the lav. In front of the C D [flight attendants] and Ops agent I asked him to put his mask on again. He stated he was eating. I informed the Captain and Ops I told him twice now to wear his mask. The Captain made an announcement about masks and Ops talked to him. He stated he was eating and didn't have to wear the mask. During the flight he continued to eat and never wore his mask. Even to use the lav a second time or when he got into the overhead bin. I called the Captain and asked for a Supervisor to meet the plane. The passenger walked off with no mask on.




Synopsis: Flight Attendant reported a passenger did not comply with face mask policy.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Chart Or Publication; Airspace Structure
Primary problem: Human Factors

Narrative: VFR aircraft on 5 mile XXL final reported aircraft 200-400 ft. above him. I used binoculars to locate said aircraft and finally made visual contact with the Class C violator when he was 1-3 miles passed XXL final approach course; heading north bound.




Synopsis: Tower Local controller reported a VFR aircraft on 5 mile final reported a NMAC with an unidentified VFR aircraft.
Date: 201312
Local time of day: 1201-1800
Location: BIL.TRACON, MT
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: TRACON BIL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: Approaching BIL level at 7;000 FT in VMC. We were about 5 south of airport awaiting clearance from ATC for an approach. I noticed traffic at one o'clock departing the pattern at BIL climbing towards us on TCAS. As we proceeded the traffic continued towards us but ATC said nothing. We eventually got a TCAS climb and climbed approximately 4;500 per TCAS direction. The other traffic continued to climb into us on the TCAS. As I told ATC of the TCAS climb the Controller pointed us out as traffic to the aircraft causing our TCAS climb. I inquired if the other traffic was VFR or IFR and was told it was VFR. The Controller was controlling us and in radio contact with the other aircraft; but never attempted to prevent the TCAS event. As I watched the map display the other aircraft came within 400 FT of us on the TCAS. It's disconcerting that ATC did nothing to prevent this avoidable TCAS event.


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


Synopsis: A320 Captain reports a TCAS RA approaching BIL at 7;000 FT with a VFR departure; both talking to ATC. ATC makes no attempt to prevent the conflict and the A320 climbs 4;500 FT at TCAS direction.
Date: 201503
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Leveling off at FL 340 received a LVL 2 'Eng 2 Loop A' fault.  Turned on overhead lights and gave First Officer [FO] the aircraft and comm.  Pulled out the appropriate QRH; and on first decision tree had an unsatisfactory engine fire test.  Continued with appropriate decision tree branch after confirming with FO; resulting in fire warning and referral to Engine Fire Severe Damage checklist.  Performed phase ones; and shut down engine.  Diverted to closest airport and planned and executed an ILS approach. Cleared runway after landing and had aircraft inspected by fire department who reported noticing no combustion/damage on the engine; cleared to taxi to gate with fire department escort.




Synopsis: MD-10 Captain reported inflight shutdown of #2 engine when they received a 'Loop A' fault.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
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: Cargo Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at FL340 a loud sound of air started coming from behind the flight deck door. It was an abnormally loud sound and followed promptly by a call from the forward flight attendant. The flight crew verified normal cabin pressurization and door indications and the Captain (pilot monitoring) answered the call. The forward flight attendant determined the sound was from the forward galley area. The flight crew contacted ATC to receive a lower altitude in case a pressurization problem were to arise. [We requested priority handling] as the cause of the loud airflow was unknown and the intended airport of landing was ZZZ.During the descent there were no abnormal indications on any aircraft systems; the only indication was the loud noise. On the descent the flight crew had communicated with the flight attendants; passengers and sent the information to dispatch. At this time all aircraft indications remained normal; dispatch informed us an additional CRJ900 was available at ZZZ1; and our current weight showed over max landing weight for ZZZ. ZZZ1 was approximately 25 minutes from our current location and would allow us to burn fuel to land below max landing weight. As all systems remained normal; ZZZ1 seemed to be the best alternative. The aircraft landed at ZZZ1 and maintenance was called with write up. Flight was changed to the available aircraft and continued on to [original destination].Earlier in the day the forward cargo door had failed to shut (caution indication) initially by the ground crew; but was indicated closed and locked (green) after a second attempt. Not positive what caused the sound; but it could be an option. The passenger door seal was visually inspected upon landing; but nothing significant was found.




Synopsis: The First Officer of a CRJ-900 reported hearing a loud sound of air escaping from behind the flight deck door.
Date: 201809
Local time of day: 0601-1200
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: Climb
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Left pack was deferred on airplane. Some kind of maintenance issue caused cabin alt to rise; resulting in the cabin alt amber caution message.On climb out; Aircraft X; we were climbing through about 25;000 feet and received a 'CABIN ALT' amber msg. We noted the cabin altitude was climbing through about 9;800 feet; and ascending at a fairly rapid rate. The Captain called for the 'CABIN ALT' msg Immediate Action Checklist; so we ran it. It then stated to go to [a specific emergency checklist]. It said the same thing and step 7 said to turn 'PASS OXY ON'. We selected it ON and the passenger oxygen masks dropped. We descended to 10;000 feet and completed the 'CABIN ALT' checklist; and got the cabin pressure back to a normal altitude. We decided to return back to ZZZ as a precaution. Looking back; it may have been more appropriate to initially run the abnormal checklist (since it was only a caution message); but given the cabin altitude seemed to be rising at a rapid rate; the Captain decided to proceed with the Immediate Action Checklist to remain on the conservative side of safety. We returned to ZZZ and decided to land about 2;000 lbs over weight so the uneasy passengers could get off the airplane.Would initially run abnormal checklist as opposed to Immediate Action Checklist. On Immediate Action Checklist; it only says 'CABIN ALT Msg or Emergency Descent Procedure' and then leads to [another emergency checklist].




Synopsis: CRJ-700 First Officer reported executing the Cabin Altitude checklist for a amber caution message when the Abnormal Checklist may have been more appropriate.