elihoole/asrs-aviation-reports huggingface dataset:
Date: 201407
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: First Officer
Anomaly: Deviation - Speed 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 Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Departed over an hour late because aircraft arrived late. Clearance originally was for OLM8 arrival into SEA; but enroute ATC changed it to the HAWKZ3 RNAV Arrival. I programmed an enroute transition speed of 300 knots on descent to speed our arrival into SEA. I briefed all of the points; altitudes; and speeds on the entire arrival from BTG to SONDR; the last point on the arrival for the north transition; as well as the visual approach to 34L backed up by the ILS; IAW FOM procedures. However; I completely missed the speed restriction box indicating the 280 knot descent restriction on the arrival. At approximately FL230 Center asked us our speed. The First Officer said 300 knots. Center told us to slow to 280 knots and pointed out the transition airspeed restriction at which point we both finally noticed the box note. This was the first time either of us had flown this arrival. We were ten miles behind the traffic we were following. The rest of the arrival occurred with no difficulties. I need to be more thorough in reviewing the entire page on all procedures; especially those that are new to me and/or the First Officer. It would have been a simple catch.


Second narrative: Airspeed deviation while on the HAWKZ 3 Arrival into SEA. ATC asked us our speed and we replied; '300 knots.' Controller informed us that there is a 'transition to 280 knots' note on the chart. It turns out the note does exist in a box at the bottom. This note is not immediately obvious (since very few arrivals have this formatting for speed notes).


Synopsis: B737 flight crew reports missing the 280 knot speed restriction on the HAWKZ 3 Arrival to SEA which is detected by ATC.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: Severe; Instantaneous; Clear-air turbulence was encountered at FL240. The seat belt sign was off at the time of the encounter as we were in smooth flight conditions. Flight Attendant #2 reported that she hit her head against the rear aircraft door while she was seated in her jump seat. We reported this severe turbulence event to ATC and changed altitude to FL220 and also asked if there were any other aircraft within our vicinity that could have caused wake turbulence. ATC said there was none. We requested with ZZZ operations to have medical personnel meet the FA (Flight Attendant) at the aircraft upon arrival to evaluate the injury. A Severe Turbulence entry was made in the logbook. No other crew or passengers reported injuries from this event.




Synopsis: ERJ-190 Captain reported a Flight Attendant was injured during a turbulence encounter.
Date: 201909
Local time of day: 0001-0600
Location: DEN.Airport, CO
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DEN
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airport
Primary problem: Human Factors

Narrative: After pushback and tug disconnect as we began our taxi making a left turn (turning west) with our taxi light on. A company truck came across the access road just off the gate and in front of our aircraft as we were making the turnout. I abruptly applied the brakes as the truck kept on going right in front of our aircraft. Had I not stopped; the truck would have struck the right wing. Vehicles need to slow down and have drivers be better vigilant of their surroundings.




Synopsis: Air carrier flight crew reported a ground vehicle operated recklessly; resulting in a near collision.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Ultralight
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Experimental Gyroplane departed ZZZ on the west Taxiway 15. Gyroplanes and ultralights at ZZZ use the west taxiway with a pattern to the west in order to avoid faster fixed wing traffic whose patterns are on the east side of the airport. After takeoff; in order to clear for traffic; Gyroplane made a right 270 [degree] turn to the east. Since this particular Gyroplane is piloted from the right seat a 270 [degree] turn enables the pilot to better view traffic over the runway as a left turn directly over the runway turns toward the blind side. There were at least 3 other fixed wing aircraft in the pattern at the time.After having passed over the center of the runway; at 400-500 ft.; headed 060 (90 degrees from the runway); at about 1/4 to 1/2 mile from the runway and climbing through about 600-700 ft. a Cessna type aircraft passed directly under the Gyroplane from the opposite direction. Gyroplane pilot didn't see the Cessna until it was just directly front of and below the Gyroplane. Gyroplane pilot was looking up and down (right & left) the downwind leg where other aircraft are expected to be seen and did not see the Cessna until about 2 seconds before it passed underneath the Gyroplane. The Cessna; heading westerly; passed directly under the Gyroplane. Gyroplanes at SPB usually stay between 600-800 ft. while passing under the fixed wing traffic pattern (which is at 1100 ft.).




Synopsis: Gyroplane pilot reported an NMAC with another aircraft while in the pattern.
Date: 201511
Local time of day: 1201-1800
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Aircraft component: Flight Dynamics
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Reaching cruise at FL370; a system malfunction caused the loss of transponder and TCAS.  Unable RVSM; ATC descended us to FL270.  After conferring with [Maintenance]; it appeared to be a failed AIMS (Air Data Module) module with no possible attempt at a reset.  All navigation and remaining avionics were operating normally.  Dispatch worked up [a new release] with a re-dispatch intermediate destination. I agreed and accepted the RLS (release) and we proceeded on to FRA at FL270; but it was going to be tight at the re-dispatch point and as we continued on we definitely felt the need for a higher altitude to make a successful dispatch all the way to FRA. Referencing FOM (Flight Operations Manual) we managed to get FL330 from Gander Oceanic as they guaranteed 2;000 ft vertical separation.  We were very proactive entering each ATC area that all were aware and approved 2;000 ft vertical separation. This worked thru London airspace; then it was back down to FL270.  Landed uneventfully in FRA with 12.5 fuel at touchdown. Just an awkward and unusual situation for me.  Great crew; teamwork and resource utilization.


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


Synopsis: B777 flight crew reported their aircraft became non-RVSM on their trans-Atlantic flight.
Date: 202002
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Weather; Manuals; MEL; Company Policy
Primary problem: Aircraft

Narrative: The plane had a deferred green hydraulic braking system as well as a deferred number 4 brake. This left the plane with no auto brakes and asymmetric braking due to having two brakes on the left main gear and only one on the right gear. The flight was released to fly to ZZZ where it had been snowing for three hours with 1/8 inch slush and snow on the runway. Due to conditions and degraded braking ability; I refused the aircraft. Dispatch; Maintenance; and [other appropriate departments] were briefed. A new plane was brought from the hangar and the flight continued two hours late.




Synopsis: A320 Captain reported refusing an aircraft due to faulty braking systems.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AHRS/ND
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [I was] operating as Pilot Flying from ZZZ to ZZZ1. After performing a normal takeoff from Runway XX; during climb out; we turned left heading 360 as per the PDC. Once we were established on the 360 heading; Captain (PM) noticed that we had a difference of about 25-30 degrees between our PFDs. We then switched to DG mode and tried correcting the heading; however; we both got a red MAG flag on our heading indicator. We initially got an EFIS COMP MON caution message. I called for the AHRS Failure Checklist; [and] Captain notified ATC we were not able to maintain heading. They cleared us direct ZZZZZ. I set direct ZZZZZ; executed; and then selected NAV mode. We then lost both moving maps on the MFDs and a yellow MAP flag appeared. The Captain continued AHRS Failure Checklist; however; he saw it only identified a failure on one side. In this case; both sides were not working. We again notified ATC that we were having issues with our navigation and they told us to go direct [via fix]. We were unable to restore our navigation to go direct [via fix] and ATC then told us to turn to a heading of 240. Still with heading indicator failure; I used the aircraft's magnetic compass to turn to the assigned heading. Using the magnetic [compass]; I overshot our heading and were instructed again by ATC to turn 240. We advised ATC we were still having navigation and heading information failure but could hold a 240 heading. We were switched to another controller who instructed us to climb to 17000 from 15000. On the climb out; the MAG flags and MAP flags were gone and our navigation restored. We were then instructed to go direct [another fix] and then were on track and enroute to ZZZ1 with no further issues. Once landed at ZZZ1; we advised Maintenance and they could not find any issues at that time. We had a scheduled aircraft swap at ZZZ1; so I am unaware if the problem has presented itself again. Safety was not compromised; no FAR's or company procedures were violated; and to our knowledge; there was no aircraft separation issues.




Synopsis: CRJ-900 First Officer reported a significant difference between heading indications during climb.
Date: 201204
Local time of day: 1201-1800
Location: ZFW.ARTCC, TX
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Learjet 55
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: While level at FL390 deviating around numerous thunderstorms; we encountered severe turbulence that required corrective actions on part of the crew.  The aircraft initially descended to about FL380 then violently climbed to FL405; this happening in a period of approximately 25 seconds.  Corrective actions were taken; but unable to maintain constant altitude due to the severity of the turbulence and concern of the crew for the integrity of the aircraft if we would have insisted on maintaining constant altitude.  The Center Controller advised us of our altitude changes and we reported the situation to them.  Once cleared of the turbulence we requested FL410 due to the fact that weather was clear then and we could see and avoid weather.  I'd like to point out that we had circumnavigated a line of thunderstorms which was nearly 40 to our right hand side and our radar did not indicate any storms at our 12 o'clock position and ATC radar did not as well since we had asked them just prior to the mentioned event.  Soon after the event had been reported to ATC they began advising all aircraft in the area of the potential hazard.  I make this report in the interest that it can be used for future reference to enhance safety and awareness of any weather related event.




Synopsis: LJ55 crew experience severe turbulence at FL390; first loosing 1;000 FT then going 1;500 FT above assigned altitude in ZFW Airspace.  The crew was deviating around thunderstorms in IMC at the time; although none were reported or detected within 40 NM of the aircraft during the incident.
Date: 201809
Local time of day: 1201-1800
Location: ZSHA.ARTCC, FO
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZSHA
Reporter organization: Air Carrier
Reporter function: Relief Pilot; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors; Weather
Primary problem: Airspace Structure

Narrative: I was summoned to the flight deck by the Captain as I was in the back taking a break. He informed me that they were deviating due to severe weather and had infringed into Chinese airspace without a clearance. He was unable to contact Chinese ATC on guard. Taipei had approved there initial heading and was trying to coordinate with Chinese ATC for continued weather avoidance to the west into Chinese Airspace. The Captain advised me that he had asked Taipei for a frequency for the Chinese sector but did not receive one. The Captain informed me that he was also considering [advising ATC] but not had done so at this point. Taipei then advised Chinese ATC [they] did not approve of the deviation and to turn left to a heading of 090 to vacate Chinese Airspace. This was not possible due to severe weather. At this point I advised the Captain to [advise ATC] at which time he did. The deviation continued for approximately 5 more minutes before returning to Taiwan's Airspace. The Pan was rescinded once clear of weather.




Synopsis: Air carrier Captain reported deviating into restricted airspace without clearance due to severe weather.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic Lines; Connectors; Fittings
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon gear extensions; center hydraulic system lost all fluid. Landed with 30 flaps. Nose wheel steering was greatly reduced; but was able to clear Runway XXL and park on Taxiway B for tow-in to gate.




Synopsis: B777 Captain reported loss of center hydraulic fluid during final approach after gear extension resulting in steering issues.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Flight plan: None
Mission: Test Flight / Demonstration
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: An unmanned aircraft was operating in the vicinity of ZZZ under a FAA 333 exemption authority. The aircraft was positioned about 1000 feet north of the runway flying parallel to the runway at 400 feet. At this time; a manned aircraft made a radio call that they were on 'short final for runway ...' No prior radio call was made by the manned aircraft as they approached the area. The first radio call was made while the manned aircraft was approximately one mile from the approach end of runway. The UAS operator immediately commanded the aircraft to return to the south of the airfield where the ground control station was located in order to avoid the landing traffic. A radio call was also made by the UAS operator identifying the position of the unmanned aircraft but no reply was heard from the manned aircraft. As the manned aircraft crossed the threshold of the runway; the UAS was south of the runway by approximately 500 feet and maintaining 400 feet. The manned aircraft did not take any evasive maneuvers to avoid the unmanned aircraft and proceeded to do a touch and go. Several radio calls were made by the UAS operator but no replies were heard. While the unmanned aircraft was established in an orbit south of the runway; the manned aircraft made left traffic and climbed above pattern altitude and departed the area to the west. The manned aircraft made a final radio call indicating they had seen the UAS but did not acknowledge any radio calls by the UAS operator.




Synopsis: A UAS operator reported taking evasive action to avoid traffic at a non towered airport.