elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 1201-1800
Location: TKPK.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: We departed TKPK Runway 7 as cleared. We were advised of traffic that would be passing over the airport at 1;500 FT. Approaching approximately 800 AGL; what appeared to be a cabin class; low wing Piper or maybe Cessna passed our flight path-it was definitely a low wing twin. The aircraft did not appear on our TCAS until it was in front of us and reporting 500 FT above us. As pilot flying; I intuitively pushed forward on the yoke lowering the nose and reducing climb rate. Neither the Captain nor I obtained visual on the aircraft until it was in front of us. Can't say for certain lateral distance but I estimate it at less than half a mile. Only warning received was an amber alert on TCAS but not until shortly before we had visual contact. They had come around the east side of mountain that is on the northeast side of Runway 7 and was passing north to south. After they had passed safely by; we resumed normal flight. Tower reported other traffic as a twin otter which seems to raise other issues due to conflict between the type of plane we saw and the type reported by Tower.No takeoff or landing should be allowed when other traffic reported in area. Also since Approach Control and Tower are same person; different frequencies; maybe both frequencies should be monitored when traffic is in the area.


Second narrative: ...We were cleared for takeoff and advised we may see traffic left to right passing over the field at 1;500 FT. I acknowledged this report. [I] had no problem with the traffic report since he would be over the field and should not be a factor. I had briefed the First Officer on what to expect after departure since he had not flown to TKPK before. Due to rising terrain just north of the field we don't just go direct to GABAR Intersection. We would fly runway heading to about 1;000 FT or more then turn to a northerly heading till we cleared terrain before on course to GABAR. That puts us about three miles or so offshore and away from small aircraft traffic flying along the shoreline. ...after raising the gear handle to the up position; I did my usual quick scan of rate of climb/airspeed for indications of a normal climb. At approximately 800 FT to my horror I saw traffic at 12 o'clock directly off our nose and above us which we were approaching rapidly. We estimated distance less than a mile ahead at 1;500 FT.


Synopsis: An air carrier jet departing TKPK had a close encounter with a cabin class twin transiting the area.
Date: 201303
Local time of day: 0001-0600
Location: M03.TRACON, TN
Aircraft: A310
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class B MEM
ATC / advisory: TRACON M03
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue 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: Working ARF during the Company's mid inbound. The B777; Air Carrier Y was on final; cleared for the visual approach and talking to Memphis Tower. Air Carrier X was also on final; cleared for the approach and I thought I had switched him to Memphis Tower as well. When my Supervisor asked if I was still talking to the A310; Air Carrier X; and did I have 4 miles; I stated 'He's talking to the Tower; I don't know' then went back and tried to switch him to the Tower again. He answered with contacting the Tower. When I put up the splat T; it was less than the 4 miles needed since the B777 is a B weight category.  I'm not sure there's really any sort of recommendation to solve this. The RECAT wake turbulence standards are all new and something we're still getting used to. If anything; maybe move the letters that indicate the category some where else. The B is easy to read as a RNAV Heavy aircraft.




Synopsis: M03 Controller described a loss of wake turbulence separation when the frequency transfer to MEM Tower was uncertain; the reporter suggesting new RECAT identifiers/information for the Data Blocks.
Date: 201702
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Weather
Primary problem: Weather

Narrative: ATC headed us into a thunderhead and would not give me higher to get over; or a change in heading to avoid it. I offered to do a 360 or reverse course; etc. ATC told me to fly through it. I did not. I went from a 360 heading to 050 for a brief period for safety and told him what I was doing. ATC offered me higher in 10 miles. That would not have worked at all. Finally he gave me from FL340 to FL350. I needed FL410. He was task saturated and (other carrier) was also on frequency with the same problem and same response. I know there was a lot of conflicting traffic; but he was limited in his ability to think outside of a straight line. We managed without a TCAS RA or TA; and no conflict resulted.


Second narrative: We were vectored east and were given direct to FLO. After turning direct; we would have gone through the overhang of storm. Captain asked for a turn but Controller was busy. We made a turn to avoid overhang and notified Controller.


Synopsis: B737 flight crew reported deviating to avoid a thunderstorm without clearance when ATC could not allow a turn or climb.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: While being vectored for the ILS; we received a GLD UNSAFE caution message [Ground Lift Dump]. This occurred while being advised by ATC that the WX had just degraded to FZRA; followed by -FZRA. We completed the QRH and decided to divert (this was when we were advised that the precipitation had improved to -FZRA). We as a crew decided to continue to our alternate; which had better weather. Once in contact with approach; we declared an emergency and asked for ARFF; which was provided. My first officer was the pilot flying for the entire event; and commanded the autopilot off when we broke out on the approach (about 2500 FT). Although the aircraft was challenging for him to control; he performed an excellent landing under the conditions. We had an otherwise normal rollout; taxied to the gate and shut down the aircraft. The station made the jetway available and the passengers were deplaned (their overall impression of our handling of the emergency was overwhelmingly positive). We inspected the aircraft and gave the write up to Maintenance Control. After this I participated in a Safety debriefing with the Company; after which we were deadheaded to continue our trip.




Synopsis: CRJ200 Captain experiences a CAS message for GLD unsafe during vectors for the ILS; at the same time precipitation changes to FZRA. With the Ground Lift Dump failure; spoilers began deploying inflight uncommanded and the Captain elects to divert to a nearby alternate.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: Embraer Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: During our landing; about 1-2 miles from the FAF (final approach fix); we were at 2900 ft I noticed a drone flying above us. It was close to us; seemed like 50 ft above. It was hard to tell if it was flying to the opposite direction or just standing. Any way we passed below it. I immediately informed ZZZ tower about it. We continued and landed at the destination.




Synopsis: An air carrier flight crew was on final approach descending past 3;000 feet when they noticed a UAS above them and notified ATC.
Date: 202102
Location: ZZZ.Airport, US
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: Ramp
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight; Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [Aircraft X] was a ZZZ1 flight and the ramp had already planned the loading and was ready to load. I checked the loading to see if the Hazmat was loaded correctly. There were a total of 3 pieces all planned in Pit 3. I noticed that two of the pieces; Items 3 and 5 can not go into the same pit they needed to be separated. One piece was Hazmat Class 5.1 and the other Hazmat Class 3. I contacted ZZZ Ops and advised them of it and to have the ramp lead call me. He called and Item 3 was held off due to not enough bags (15 bag minimum) to separate and load it into another pit. He also advised that Item 3 item did not have a bar code on the package to scan.




Synopsis: Air Carrier Ramp Personnel reported removing one of three Hazmat items during preflight due to Hazmat a loading violation.
Date: 201212
Local time of day: 0001-0600
Location: DFW.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Turbulence; Thunderstorm
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: Tower DFW
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Weather; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: We were cleared for a visual approach to Runway 31L at night in VMC (25;000 SCT/10 miles visibility.) I flew the visual with a VOR 31L as a backup. I flew the VOR 31L ON LNAV+VNAV. I was at 1;400 FT with 10 miles visibility and the runway in sight. DFW Tower radioed he had an altitude alert; I climbed to 2;000 FT. I was on visual approach and continued to landing. I had PAPI in sight and was following the VOR 31L profile and my altimeter was set correctly to 30.10. Local pressure was rising rapidly at the time of arrival; with surface winds at 300 18G28; moderate turbulence and windshear advisories in effect.




Synopsis: DFW Tower issued a low altitude alert to an aircraft on the VOR Runway 31L approach during a night approach in gusty; turbulent weather conditions.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Training / Qualification; Situational Awareness; Time Pressure; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency; General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: Was in pilot crew bunk and smelled electrical odor same time got call from flight crew of odor in First Class Galley and First Class area. Turned off galley power and odor seemed to dissipate. All flight crew returned to cockpit. After returning to cockpit electrical odor was again noticed in cockpit and a call from Purser saying odor noticed again in First Class and Business cabin area. We elected to declare an emergency and divert. [We] went through smoke and fire checklist and made normal landing. Electrical odor dissipated and aircraft was looked over by fire rescue when all clear we parked at gate.


Second narrative: FL380 flight attendants in First Class Galley reported electrical odor. Exact location could not be found but seemed to spread into the Business Class Galley as well. The Captain was awakened from his break and a decision was made to divert. An emergency was declared and we were given a descent and a short approach. Emergency trucks did not observe any external indications of fire so passengers were kept in their seats and we made an uneventful taxi to the gate.


Synopsis: B777 flight attendants and pilots detected an electrical odor in First and Business Classes so an emergency was declared and the flight diverted to an enroute airport for maintenance. The flight later continued on the same aircraft.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after departure from ZZZ we were given radar vectors for the climb after we notified ATC that we were unable to make the next altitude at the next fix on the departure.About five minutes into the climb there was a scratch-pad message re-syncing other FMC (Flight Management Computer) followed by timeout reselect; autothrottle disconnect and EICAS message and autopilot disconnect and EICAS message.After reselecting FMC everything appeared normal and I reselected the Autopilot and connected the auto throttle and reengaged VNAV (Vertical Navigation).Shortly thereafter same happened again with the loss of all initial information in the CDU (Control Display Unit) and no waypoints in either route 1 or 2 and a magenta line through VNAV mode annunciation. The FO (First Officer) notified ATC that we were working a 'problem' and received further climb and heading instructions. The FO loaded all the information back into the CDU and I reengaged the automation. Received a direct to a fix on our route from ATC and continued the rest of the flight without further incident.I think we had a dual FMC failure where the left one recovered fast enough to not trigger an FMC EICAS message.




Synopsis: B747 flight crew reported a possible dual FMS failure during climb that resulted in a course deviation.
Date: 201601
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Coasting in over ZZZZ I had just returned to the cockpit after using the restroom. The Captain (who just returned from his break) and first officer were discussing the EICAS Hyd Low Quantity for the Center Hydraulic system.  The Status page indicated that the Center Hyd quantity was now at .47 or 47 percent.  We referred to the QRH HYDRAULIC QUANTITY checklist which simply stated that the quantity was low and that was the end of the procedure.Watching the quantity over a short period of time; it was apparent that the system was continuing to lose fluid.  It was also apparent that we could possibly need to accomplish the loss of HYDRAULIC SYSTEM PRESSURE.  Loss of this system would have meant the loss of center auto pilot; some spoiler panels; center stabilizer trim; normal flap operations; normal gear extension/retraction and no automatic speed breaks.  Maintenance was contacted via SATCOM; it was suggested that removal of system pressure by turning off all pumps we might retain C Hyd fluid for use during approach and landing.  All three pumps were selected off and the quantity stabilized at 43 percent.  We also confirmed that if we lose center system pressure that once we extend the gear; we will not be able to retract it.We had reviewed all applicable landing; climb and cruise charts and QRH procedures for a loss of center hydraulics pressure if it became necessary.   We coordinated with dispatch our intentions to continue. We requested a 25 mile final to configure the aircraft for landing. Once established on the long final we reselected the pumps back on. Configured to land or C System quantity was down to .13 or 13 percent. System pressure was maintained throughout the approach and landing and we were able to make a precautionary landing.We taxied to the gate with [Airport Rescue and Fire Fighting (ARFF)] following with no other complications. After landing/parking checks complete the quantity returned to a .31 or 31 percent.




Synopsis: B767 First Officer reported they slowly lost the center hydraulic system quantity; but landed uneventfully at their destination.
Date: 202105
Local time of day: 0601-1200
Location: CVO.Airport, OR
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operating under: Part 91
Mission: Training
Flight phase: Final Approach
Airspace: Class G CVO
ATC / advisory: UNICOM CVO
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Observer
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was doing an instrument approach in to CVO with a student. RNAV 35. We had made normal radio calls; 10; 7; 5; 2 and 2 miles out.There was one plane in the downwind who had called #2; landing behind my student and I on Runway 35. When we were below the LPV minimums and the student had removed the foggles; somebody on the ground holding short of Runway 35 called out 'there is about to be a mid air collision for the 2 planes on final.'My student and I both were looking out straight ahead and to the sides and saw nothing. Out of nowhere a plane [Aircraft Y] came over the top of us; from behind and to our right and almost clipped our left wingtip.To our knowledge; there was only one plane in the downwind aside from us on short final and 2 planes holding short of 35 ready to depart. My student confirms that they saw Aircraft Y land on Runway 35 and taxi off with no radio calls.We did everything right; making all the appropriate radio calls. Aircraft Y made no calls and we never saw them on ADS-B or out the window. The pilots from on the ground from two different planes both confirmed that Aircraft Y made no radio calls and that I and my student were doing everything correctly.I never saw Aircraft Y visually or over ADS-B. The student was under the foggles for the approach but when he went visual; we still never saw a plane near us.I can confirm nobody was departing Runway 17 at the time because there was already 1 plane doing pattern work for 35; and the plane who called out the near midair collision from the ground; had just completed a taxi from 17 to 35 on the ground because it was the runway in use.This was within feet of hitting our wing from above. Not only was this incredibly unsafe; but the fact that no radio call was made ever is even more concerning.




Synopsis: GA flight instructor reported an NMAC during final approach to CVO non-towered airport.  Reporter stated the other aircraft never made any radio calls during the approach which contributed to the event.