elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 1201-1800
Location: FAI.Airport, AK
Flight conditions: IMC
Aircraft: Piper Aircraft Corp Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Special Use FAI TRSA
ATC / advisory: Tower FAI
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Distraction; 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 Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was shooting the Fairbanks International ILS 20R approach and was between CIGNI and HOSAN.  I'm not sure of the exact altitude; but somewhere between 1;300-1;800 MSL on the glide slope the Tower on 118.3 radioed me a low altitude alert warning and said to climb immediately.  I put power in and immediately climbed losing the glide slope.  I had Ground contact at this point and I did not believe the Tower's warning that my altitude was too low; but I complied with their directions and climbed.  Once I climbed 300-400 feet; I could see the runway lights; so I continued my approach and made a normal safe landing on the runway.  The visibility issues were due to smoke and the visibility at the time was 2-3 SM.  After I taxied back; shutdown the plane; and unloaded my passengers; I called Fairbanks Tower to ask them about the low altitude warning.  When I told them that the needles were centered and it happened between CIGNI and HOSAN I was informed that the Tower's radar alert system sometimes gives erroneous readings and that between those 2 fixes on the ILS 20R was a common place for the erroneous warning to happen.  Having analyzed my response to this situation I think a better response to this event in the future would be to go missed on the approach.  I did not go missed because I was very familiar with this approach and I had ground contact at the point of the warning.  In the future I plan to climb anyway; go missed and come back and try a different approach the second time.




Synopsis: Pilot reported being advised of a Low Altitude Alert; climbing; seeing the airport visually; then landing.  Tower advised ATC sometimes gets erroneous alerts at the aircraft 's position.
Date: 201404
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: MD Helicopter 500/C/D/E/L
Operator: Government
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E LAX
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Ambiguous

Narrative: Pilot's (3 aboard - PIC/Instructor/Pilot in passenger seat/rear); departed LGB on a recurrency training flight. The chosen route of flight was along I-710 (Long Beach Freeway); I-5 (Santa Ana Freeway); I-10 (Santa Monica Freeway); then westbound along the Hollywood Hills. Pilot's departed LGB via the North Downey helicopter arrival/departure procedure. Pilot was level at 1;800 FT; northbound along I-710; approximately halfway between I-105 and I-5 when the pilot; flying from the left seat; noticed a low wing airplane at their 3 o'clock position and altitude; on a collision course. Pilot executed an evasive maneuver to avoid a mid-air collision which resulted in the airplane over flying with approximately 50 FT of clearance. Regular position reports were being transmitted on 123.025 as recommended on the Los Angeles Helicopter route chart. Prior to the training flight; as well as with the 2 previous training flights; collision avoidance; in conjunction with emergency procedures; as well as the selection/s of altitude use; were discussed. Congestion and use by other law enforcement; news media; tour and general aviation aircraft made the selection and use of an altitude that did not correspond at a 500 FT interval a logical choice. The floor of the Class Bravo in the area where the incident occurred is 2;000 FT. It appeared to all pilot's that the aircraft was flying just beneath the Class Bravo to avoid obtaining clearance to fly westbound when it was spotted. The pilot also was not making position reports on 123.025 as recommended while flying in the LA Basin. Although all pilots were actively conducting collision avoidance procedures; none could conclude any logical reason for the aircraft's position; heading and altitude when noticed.




Synopsis: Northbound helicopter pilot experiences a NMAC at 1;800 FT beneath LAX Class B along I-710. Evasive action is taken with the westbound aircraft passing 50 FT above the helicopter.
Date: 201405
Local time of day: 1201-1800
Location: COS.TRACON, CO
Light: Daylight
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E COS
ATC / advisory: TRACON COS
Second aircraft: Small Transport; Low Wing; 2 Recip Eng
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: D01 coordinated to bring Aircraft X in through the NW corner of the airspace at 120 to avoid some glider activity around Kelly Air Park (off the LOA).  This aircraft was already 5-10 miles from the NW corner and pointed at COS.  Aircraft Y has been doing aerial survey lines VFR extending 15 miles N of COS to 10-15 miles S of COS for several hours at 145 or higher.  VFR Aircraft Z had an inoperative Mode C and was transitioning from somewhere south of PUB to APA.  Aircraft Z was restricted to 115 due to the inoperative Mode C. Other aircraft were in other parts of the airspace as well.  Aircraft Y advised that he was finished with his survey lines and was ready to return to base while at 130.  I tried to turn him to a heading of 030 to get him out of the arrival corridor for his descent and told him to descend to 110.  However; he advised that he was not done with his lines and still had to continue on a line.  I told Aircraft Y to continue his line; but forgot to advise him stop his descent.  Aircraft Y continued N; then turned NW while descending.  I had to issue a vector to Aircraft Z to keep him out of the AFF airspace; and he requested to descend.  I agreed; and then issued traffic.  I turned Aircraft X to H110 to descend him and avoid the Aircraft Z; then realized that Aircraft Y had finished his line and started descending--taking a turn I did not anticipate.  Aircraft X initiated a TCAS RA for Aircraft Y; who was about 1.5 miles S of him. Aircraft Y had Aircraft X in sight; but I do not remember if it was before/after the TCAS RA.I was likely fatigued because I was trying to get training for a trainee and took very few breaks to make this happen.  I tried to ensure breaks for the other CPC and trainee; at my own expense.  In hindsight; this may not have been the best plan with regards to myself.  I could have also prevented this if I had required D01 to bring Aircraft X in on the LOA--which would have brought him in on the E side of the airspace; long after Aircraft Y and Aircraft Z.




Synopsis: COS Controller reports that due to accepting an aircraft on other then LOA procedure they ended up having an operational error and TCAS RA Event.
Date: 201706
Local time of day: 0601-1200
Location: LAX.Airport, CA
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Our flight had departed LAX and was climbing via the DARRK1 departure. At approximately 11;000 ft; the aircraft encountered wake turbulence and rolled to the left and then the right. The angle of bank did not exceed 30 degrees. The First Officer contacted the flight attendants; who informed him no injuries were sustained by passengers or crew. The First Officer reported the wake turbulence encounter to ATC; who responded that our flight was following a heavy 777 and that our courses would diverge soon. The flight continued without further incident. Upon arrival; I notified Operations and the Chief Pilot; in accordance with Flight Operations Manual.




Synopsis: EMB-175 Captain reported encountering wake turbulence departing LAX in trail of a B777 that resulted in rolls in both directions.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; 10
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through around FL230 or so got a level 1 hydraulic message quickly followed by a level 2 hydraulic 3 fail (nearly all fluid gone). Told Center we would like to return to departure airport and made a descending left turn towards the airport. Landed uneventfully after manually extending the gear.




Synopsis: MD-11 Captain reported returning to the departure airport after experiencing loss of the Number 3 hydraulic system.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Indicating System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on climb out shortly after the 10;000 foot checklist; I noticed our oil pressure was in the amber range. The Captain checked the left engine oil quantity on the MFD and it indicated 2 quarts. I started the Low Oil Pressure checklist which lead to the Precautionary Engine Shutdown checklist. We secured the engine; [advised ATC] and headed back ZZZ. I called Flight Attendant and told her what the situation was; made a PA; and we continued to land safely in ZZZ. I cannot answer this as I am not a mechanic and do not know why the engine lost oil. I feel like we took all appropriate actions in a timely manner. If this happens in the future; I would maybe try to slow down a bit and delay the flaps 22 extension to short final as we were heavy and airplane wouldn't hold altitude after we extended the gear down/flaps 22. We retracted the flaps back up to 9 to be able to hold altitude which worked well; and then re extended the flaps to 22 on short final. I think overall; we did what we were trained to do and the Captain even made a smooth landing. After landing; we taxied in and parked with no issues.




Synopsis: Air Carrier First Officer reported an engine shutdown due to oil pressure loss.
Date: 201512
Local time of day: 1801-2400
Location: RKSI.Airport, FO
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Flight phase: Descent
Airspace: Class A RKSI
ATC / advisory: TRACON RKSI
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When inbound to RKSI and just checking into ICN approach control.  We were filed for the KARBU 1P arrival and ATIS was saying landing Runway 33R and 34; and this arrival is for those runways as well.  ATC on initial contact clears us for KARBU 1N which is for Runway 15 and 16 and he said information X current.  So [the first officer] pulled up new ATIS while I was changing over to KARBU 1 N arrival; all while being over KARBU.  KARBU 1P goes 267 degrees to NOTIN then 231 degrees to SI 857; which is what was in the FMC and we were filed for.  So while I was pulling up KARBU 1N which is KARBU 267 degrees to EGOBA then 266 degrees to SEL; we had a dual FMC failure; autopilot disconnected; auto throttle disconnected; all sorts of EICAS messages and FMC saying timed out standby.  Once we had FMC coming back and could pass along to ATC that we had an FMC navigation problem we did.  Then ATC preceded to put us on a vector and so never flew the arrival and he then said landing Runway 33R.  I believe we were off course due to what was planned and in the FMC and would have had us left of course; due to not being able to get the FMC to change the arrival due to the failure.  After shutdown we wrote up the [FMC] and I spoke with maintenance.


Second narrative: While descending on the karbu1p arrival into RKSI; the controller gave us new arrival instructions. The pilot monitoring was loading the new arrival into the CDU when we experienced a dual CDU failure. At that point we were unable to comply with the controllers instructions. After what seemed like an eternity; the pilot monitoring was able to explain our situation and he issued us a heading. We then were able to recover CDU operation and landed normally.


Synopsis: A B747 flight crew experiences a dual FMC failure while attempting to enter a new arrival per ATC instructions during descent into RKSI. Radar vectors are requested from ATC and received with normal FMC operation regained later in the descent.
Date: 202006
Local time of day: 1201-1800
Location: JAC.Airport, WY
Light: Daylight
Aircraft: Challenger Jet Undifferentiated or Other Model
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZLC
ATC / advisory: Tower JAC
Aircraft component: Autopilot
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Chart Or Publication; Procedure
Primary problem: Airspace Structure

Narrative: Departing out of JAC; clearance was GEYSR5 departure climb to 16;000 ft. then as filed; we were to go out to NALSI crossing at 14;000 ft.; the turn was a very tight 180 degrees and the autopilot started turn before reaching the fix; at 11;800 ft. was able to keep mountains in sight; and directed flying pilot to widen out turn radius and increase climb rate; same time tower acknowledges terrain clearance warning. We got no GPWS warnings and had plenty of airspace to compensate which I acknowledged to tower; there was no issue with ATC.My suggestion is to have NALSI a flyover fix; especially in IFR; or program the FMS to make it a fly over fix and add that to our briefing. There was weather moving in to the area but we were able to maintain visual with the mountain peaks to avoid. Rest of flight was uneventful.




Synopsis: Pilot reported that ATC issued a terrain clearance warning while aircraft was turning in the vicinity of mountains.
Date: 201410
Local time of day: 0601-1200
Location: F11.TRACON, FL
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E F11
ATC / advisory: TRACON F11
Second aircraft: Beechcraft King Air Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While conducting a training flight in the Leesberg practice area; approximately 3-4 miles north of Mid Florida Airport (northwest corner under the class bravo airspace); at an altitude of 4;500 feet MSL; on a heading of approximately 360 degrees; I noticed a King Air aircraft closing in quickly; I would say it was less than a half mile; slightly northwest of our position. It appeared to be at the same altitude and was closing in very fast in our direction. I immediately took the controls and added full power and proceeded with a steep climb to avoid the King Air. All the while I had [been] making routine position reports on the practice area frequency of 123.5. I immediately switched to 121.1 approach control to see if there had been any traffic alerts being issued; upon doing this I heard the pilot of the King Air ask ATC 'Did you just see that cirrus go 100 feet over my head?' ATC's reply was one word 'no.' I checked to ensure our transponder was ON; and was in ALT mode; squawking 1200. Also; I know that this King Air was on an IFR flight plan. Please forward this to the Orlando TRACON.I'm not going to suggest people were not doing their jobs; but this is the closest I have ever come to an another aircraft while airborne.




Synopsis: An SR20 flight instructor and student suffered an NMAC with a King Air while on a training flight.
Date: 201603
Local time of day: 1201-1800
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Caravan Undifferentiated
Operator: Air Taxi
Operating under: Part 135
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Aircraft component: Ice/Rain Protection System
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Equipment / Tooling; Weather
Primary problem: Equipment / Tooling

Narrative: While on climb out; I began to rapidly accumulate moderate rime icing at 6500 feet MSL at IMC conditions that continued on up to 9000 feet MSL. I activated the TKS system on high to address the airframe icing after reconfirming cabin heat/defog was off.About 5 minutes after turning on TKS; I noticed a burning sensation in both eyes and felt slightly disoriented as though under the effect of alcohol. Although I had checked all cabin airflow sources prior to takeoff due to anticipation of icing conditions; I immediately rechecked them and noticed the overhead air vent was not fully closed; producing a slight airflow directed towards my head. I closed the vent and coordinated a descent to MVA to get below the freezing level once clear of the restricted airspace. The burning sensation in my eyes cleared up about 5 minutes after closing the vent with the disorientation clearing about 10-15 minutes later. No other issues were noted once cabin airflow sources were cut off.Modify TKS system so airflow tainted with TKS from either the propeller or wings is not allowed to flow into the cockpit.




Synopsis: The pilot of a C208 reported that while operating in icing conditions; became physically affected by the use of the TKS anti-ice system.
Date: 201302
Location: ZZZ.Airport, US
Aircraft: Cessna Citation Sovereign (C680)
Flight plan: IFR
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Approach; Departure
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
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working CIC and watching the traffic. Training on West RADAR was in progress. We observed the Center descend C680 through our airspace without coordination. We had traffic at 8;000 FT in close proximity as the aircraft descended out of 10;000 FT. Because of the controller program; there seems to be an attitude that deals don't matter anymore. This is not the first time I have seen the Center not coordinate for aircraft cutting through our airspace. There needs to be some balance between an attitude of punishment as there previously was; and what is in place now.




Synopsis: TRACON Controller observed the associated Center descend an aircraft through their airspace without coordination; the reporter noting a Controller attitude change regarding separation after the advent of the ATC ATSAP program.