elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 0001-0600
Location: MEM.Airport, TN
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class B MEM
ATC / advisory: Tower MEM
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On approach to 18R into MEM there was a very bright billboard with flashing lights along I-240 right underneath the final approach; approximately one mile from touchdown. The brightness of this billboard was enough that I had to remove one hand from the control yoke in order to block the light. It was bright enough to illuminate the cockpit and caused a distraction for me in a critical phase of flight. Once the aircraft had passed over the billboard; the flight continued and landed uneventfully. Businesses need to advertise; billboards serve that purpose. But having a two million candlepower LED billboard pointed in the direction of an approach to land is not conducive to safety. The addition of shades attached to the top of the billboard that would prevent the light from reaching a vertical component would serve the purpose of being visible to the people on the ground without affecting the pilots.




Synopsis: Air carrier First Officer reported a bright billboard with flashing lights on the final approach to Runway 18R at MEM. The billboard is very distracting and about one mile from the end of the runway along I-240 facing north.
Date: 201201
Local time of day: 0001-0600
Location: ENA.Airport, AK
Flight conditions: IMC
Aircraft: Caravan Undifferentiated
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class E ZAN
ATC / advisory: Center ZAN; Tower ENA
Reporter organization: Government
Reporter function: Enroute
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; Weather
Primary problem: Human Factors

Narrative: A C208 departed for Kenai. Kenai Tower called to let R5 know the field was IFR and gave me the visibility and the winds before I was even talking to the pilot. I advised the pilot of the conditions and vectored the aircraft for the ILS approach. The pilot reported the airport in site about 12-15 miles north of the airport. I cleared him for the Visual Approach and switched him to Tower. Then Kenai Tower called R5 to advise us that the field was IFR and the aircraft couldn't have a Visual Approach. The Controller got loud and aggressive on the phone so I eventually gave my initials and hung up. I immediately called the Supervisor over to tell him about the situation and ask what I should do. He told me it is fine as long as the pilot had the airport in site. He then left the area to go look up the information in the 7110.65. I couldn't find him in the area for clarification and Kenai Tower was calling me again. I didn't want to have another confrontation with the Tower Controller before I talked to the Supervisor. The aircraft landed and the Supervisor later told me that he would just be writing up the event as a learning experience for everyone because he didn't even know we couldn't clear a pilot for a visual when the field was reported IFR. I asked several other controllers in the area and there was some confusion on the matter. If a pilot has an airport in site; they should be able to assume responsibility and be given a Visual Approach. Several airports in Alaska don't have up to the minute weather updates and the weather observation isn't always taken at the runway or airport the weather is being reported for. The field could be completely clear with a bank of fog a mile to the side of the runway. The pilot is the one there at that moment with the most up to date conditions and should be able to make the final call for what type of approach he/she wants.




Synopsis: ZAN Controller issued a Visual Approach clearance to a Kenai IFR arrival after the pilot reported the airport in sight; however the weather was reported as IFR; the reporter indicating uncertainty regarding the procedure in question.
Date: 201703
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; Turbulence
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after rotation Engine Fire Detect Warning light illuminated as well as Fault B lights on both engines. Flight crew decided to [advise ATC] and return to field to land. Emergency vehicles were available if their assistance would be needed and they were not needed. Landing and taxi was under normal procedures. Passengers were informed to remain seated and we returned to gate. After deplaning; maintenance came out to the aircraft and checked the systems and MELd the appropriate systems and the flight continued. A return to field event occurred coinciding with an emergency.


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


Synopsis: Dash 8 flight crew reported returning to departure airport after the Engine Fire Detect warning light illuminated.
Date: 201711
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 60
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Other Rejected Takeoff
ATC / advisory: Tower ZZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: RTO due to engine vibration; high ITT and APR (Automatic Performance Reserve) activation. #2 engine power loss.


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


Synopsis: LJ60 flight crew reported rejecting takeoff after experiencing power loss in #2 engine.
Date: 201508
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Confusion
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As I made my way out to Marshal the plane in; I turned on the [stand guidance system] so it would show the red light to stop; since I had no crew to park the plane. I stood by the push tug waiting for manpower to show; I see the plane turn to come down the line and he keeps coming and not stopping. I call over the radio to OPS to tell them what is happening (NO RESPONSE FROM OPS). The next thing I knew that the pilot was all the way down the line just about to cross the 737-8 line. So I went to make the stop signal and he finally stopped! I was fearing the he was going to run into the push tractor.




Synopsis: A parking Marshall reports a B737 Captain taxing into the gate without direction and with the automatic parking system indicating a stop. The Marshall initiates his own stop signal as the aircraft approaches the tug; which the Captain heeds.
Date: 201411
Local time of day: 1201-1800
Location: ZTL.ARTCC, GA
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Second aircraft: Medium Large Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Confusion; Communication Breakdown; Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: At the Leonn sector 29;  I took radar on Aircraft X that was on a vector but then cleared back to MAYOS intersection; descending to FL240.  Maybe two minutes later; I had radar on Aircraft Y; which was direct MAYOS; also descending to FL240 out of about FL253.  To be honest; I'm  not quite sure I took the hand off on Aircraft Y or if I auto acquired that aircraft.  At this point; Aircraft X was cleared direct MAYOS; descending to FL240; which would have been head on with Aircraft Y; descending to the same altitude; cleared to the same fix; had I not cleared Aircraft X direct to ROYOS intersection. At this point; I may have auto acquired Aircraft Y; which had a 100 knot overtake as both aircraft are on the same path of flight.  I then turned Aircraft Y; 20 degrees right and turned Aircraft X; 20 degrees left and expedited the descent.  During this time W32 violated sector 33's airspace with aircraft on vectors that were not pointed out and an aircraft descending to FL240 was in conflict with an aircraft in sector 33's airspace; level at FL240; which the controller had to climb to FL260 to maintain positive separation.   After the aircraft were positively separated; I got the necessary spacing and in trail for CLT arrivals and continued sequencing the rest of the CLT arrivals.I recommend that ZDC maintain positive separation of aircraft; before initiating hand offs with sector 29.




Synopsis: ZTL Controller reports while trying to separate two aircraft another Center violates airspace which distracts the ZTL Controller.
Date: 201409
Local time of day: 1201-1800
Location: PCT.TRACON, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Cruise
ATC / advisory: TRACON PCT
Aircraft component: GPS & Other Satellite Navigation
Component problem: Design; Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Communication Breakdown; Human-Machine Interface; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Track / Heading 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; Flight Crew Exited Penetrated Airspace
Contributing factors: Aircraft; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: I had just completed a photography site in Patuxent River's restricted area R4007 that was pre-coordinated earlier in the day with no incident. This was my third visit to this location over several weeks and was turned away on two previous occasions. Upon completion of the work; I requested a west bound departure from their area with a climb to 3;000 feet. A while later Patuxent Approach terminated my flight following and I proceeded to circumnavigate what I thought was the DCA SFRA. I had my GPS zoomed in to a very large scale during the photography [mission] and saw what I thought was the DCA speed restriction ring depicted on it. My particular GPS depicts three rings; the speed restriction zone; the SFRA zone and FRZ ring. Because I was zoomed in so much I mistakenly assumed I was entering the speed restriction ring when in fact I was entering the SFRA ring. About the time I realized this I heard a call on 121.5 which was directed at me at which time immediately turned 90 degrees left to exit the SFRA. I believe I penetrated the SFRA about 1-2 miles.I rarely have a need to fly within the southeast region of the SFRA due to all of the restricted areas and although I had a DCA terminal area chart in the plane; I relied on the depiction on the GPS instead of verifying my position early enough on the TAC. I make no excuse for my inadvertent entry into the SFRA and in the future will verify my position on the TAC prior to further navigation with the GPS. I also completed the required course 'Navigating the New DC ADIZ' several years ago which further ads to my embarrassment over the inadvertent pilot deviation.




Synopsis: The pilot of a C-182 departing westbound following a photographic mission within R4007 over Patuxent River NAS inadvertently entered the DCA SFRA believing the GPS displayed arc represented only the DCA speed restricted area.  He exited immediately upon ATC challenge.
Date: 201604
Local time of day: 1801-2400
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the pilot monitoring. Departing on the CONNR3 SID. Approximate position was HURDL fix at approximately 9;000 feet. We experienced a very bright flash from our right (north). Within a few seconds my right eye started a burning; achy type of sensation. I was not looking directly at the source but it was more of a glancing blow. I thought the eye ache would quickly dissipate like in a camera flash event. I was still able to see and focus to perform duties. I reported the illumination to ATC. We completed the flight but unfortunately the eye irritation was still present.




Synopsis: A B737 First Officer reported suffering eye irritation after being struck by a laser while departing DEN.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on my last day of supervised line training in the left seat while the Check Airman flew in the right. I was PF. While being vectored to final; I called for flaps 5. The trailing edge flaps came out asymmetrically. The left one was indicating 0 and the right one indicating 1. We requested vectors away from final while we worked the problem. We referenced the QRH; Asymmetric Trailing Edge Flaps Checklist. The PM called Dispatch and planned a divert to an area airport with longer runways. While enroute we finished the QRH Checklist; which included lowering the LED [leading edge devices] with the alternate Flap switch. We checked the landing performance with flaps 0 and LED extended. The reference speeds where 168/182 including wind corrections. We declared an emergency and asked for CFR to be standing by since we would be landing at fast speeds. The Check Airman briefed the flight attendants and the passengers. Finally; we finished the QRH Checklist which included the Descent and Before Landing Checklist. The approach and landing went well; including a firm landing so as to not use up too much runway and because of the gusty winds. We stopped on the runway to give the CFR time to confirm the landing gear and tires were OK. The hard part was communicating with them. We were both on Ground frequency and Ground Control was very busy talking to other aircraft. It took us close to 10 minutes to confirm everything was OK. It would have been nice to have a discrete frequency to talk to the Chief or at least a higher priority on Ground frequency. Once we knew everything looked fine; we continued to the gate; contacted Dispatch and Maintenance and wrote up the defect in the logbook.




Synopsis: A B737-300 flight crew diverted to an airport with longer runways when they encountered a flap asymmetry issue requiring landing with no trailing edge flaps extended.
Date: 202104
Local time of day: 0601-1200
Location: ZBW.ARTCC, NH
Flight conditions: Marginal
Weather elements / visibility: Icing
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZBW
ATC / advisory: Center ZBW
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Human Factors; Airspace Structure; Weather; Aircraft
Primary problem: Aircraft

Narrative: Aircraft X checked on my frequency as a pop up IFR requesting a clearance to ALB.  He requested 4;000 feet for altitude; I told him he would need to climb to 5;000 feet for a clearance to ALB.  I cleared him reaching 6;000 feet cleared to ALB airport via direct.  Reaching 6;000 feet he told me he was picking up icing and requested 8;000 feet.  I climbed him to 8;000 feet and asked him the type and intensity of ice.  He said Light Rime.  I had my Supervisor put the pilot report in the computer.I then noticed Aircraft X  descending instead of climbing. I verified he was in the climb.  He said he was having a problem with his auto pilot.  I told him he was descending and that he needs to climb.  He continued descending at which point I gave him a low altitude alert and told him my minimum IFR altitude in the area is 3600 feet an he needs to climb to 6000 feet.  He continued to descend so I asked him if wanted vectors to the closest airport.  He said he had the airport in front of him in sight.  I asked if he wanted to land there. He said yes.  I cleared him for a Visual Approach.  I asked if he was requesting priority handling.  He said yes.  I read him the NOTAMs.  I asked him how many people were on board.  He didn't reply.  He was low and close to the airport.  I told him to change to advisory frequency and report his cancellation.




Synopsis: ZBW Center Controller reported an aircraft that reported light rime ice and a malfunctioning auto pilot descended instead of climbing and flew below the Minimum IFR Altitude. The aircraft diverted to the nearest airport and landed safely.
Date: 201910
Local time of day: 1201-1800
Location: ZMP.ARTCC, MN
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: If I wouldn't have initiated a call to the adjacent Center Aircraft X and Aircraft Y would have collided 7 miles inside my airspace. Both aircraft were coming from the adjacent Center at the same altitude.




Synopsis: A ZMP Center Controller reported receiving hand offs on two aircraft that were on converging headings at the same altitude.
Date: 201505
Local time of day: 1201-1800
Location: PLU.Airport, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: UNICOM CTAF
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After checking the approach path; I began making my takeoff call on the local CTAF while simultaneously moving onto the runway 34. Just after crossing the holdshort line; another aircraft made a call that they were on short final and that I had cut them off. I stopped about one aircraft's length over the holdshort line and waited for the aircraft on final to land.  The landing aircraft flew over at about 100 feet and landed about 300 feet down the runway.




Synopsis: Pilot reports reporting ready for take off; crossing the hold short line to line up another aircraft advises it is on short final; The landing aircraft flies over the departing aircraft and lands.