elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Snow; 15
Light: Dawn
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Communication Breakdown; Confusion; Distraction; Training / Qualification
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Landing Without Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Environment - Non Weather Related; Human Factors; Weather
Primary problem: Human Factors

Narrative: [I was a solo student pilot] flying Cessna 172 to ZZZ utilizing VFR flight following and on-board GPS while in-route. I visually identified what I thought to be ZZZ to ATC approach whereupon VFR flight following was cancelled approximately 8 NM from the airfield. Fixated on the field in view; I announced my intentions to ZZZ UNICOM and proceeded to land on what I would later realize was ZZZ1 Runway XX. Once on the ground and clear of the runway and taxiway; I was met by a vehicle carrying a concerned man; who prompted me to call ATC; at which point I realized I was at the wrong airport. ATC explained to me the reality that I had just landed on an active; controlled runway without any clearance whatsoever. I then gave ATC all information asked for and explained that I was a solo; student pilot; and that the snow-covered ground and approach directly into the rising sun; inhibited my ability to acknowledge airport ZZZ. After complying with ATC; I proceeded to properly depart ZZZ1 and safely land at ZZZ; which lies approximately 5 NM to the NW. This event was corrected and will be avoided in the future by further flight planning including examining satellite images of unfamiliar regions and destinations.




Synopsis: C172 student pilot reported landing at the incorrect airport due to confusion and distraction.
Date: 202007
Location: ZZZ.Airport, US
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: I am nearly exclusively a night flyer due to my years of flying this type of schedule. As a result; I typically am a night-owl; and will not go to sleep until about 1 to 2 AM Eastern Time regardless of when I arrive in my hotel while on a trip. A trip pairing had me deadheading on a flight which pushed at XX:40. My hotel Lobby time to go to the airport required me to be downstairs at XX:15. The Hotel did not have any food available; so I knew I would have to set my alarm to to get breakfast and coffee to start my day allowing me enough time to UBER to a local diner to eat; return; shower and pack. Waking; I noticed I had been assigned additional flying on my board; which would have given me a 10 hour duty day and asked me to lobby the following day for another very early show for a AM trip. While the overnights were technically legal; the scheduling of these types of changes ignore the reality of Circadian Rhythms which take time and consistency to change. Facing a 10-hour day on five hours sleep was not realistic. The change to my schedule would have it repeated the next day with a required wake up of X AM.We need to maintain uniformity with respect to PM and AM scheduling; both can have their extremes; and it is for those extremes that our respective sleep cycles are built. For example the flying on the AM side that results in landing past X AM on the PM side. In my example there was a later flight that left at X:40pm that I could have deadheaded on which would have put me into ZZZ without fatigue. There was no need to interrupt my sleep to deadhead me into ZZZ; especially given the abundance of Pilots on Reserve in ZZZ. My report is because this is not the first time I have encountered this issue with respect to changing night flying into morning flying. Moving up a pilot into a schedule where they are normally still asleep places a large amount of fatigue Stress and is just not safe. Do our Schedulers receive the same training on fatigue that we do? And if they do not; it should become mandatory.




Synopsis: Air Carrier pilot reported the airline schedulers routinely schedule pilots from night flights to morning flights which causes pilot fatigue.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DJI Mavic 3
Operator: Recreational / Hobbyist (UAS)
Operating under: Recreational Operations / Section 44809 (UAS)
Flight plan: None
Mission: Recreational / Hobbyist (UAS)
Flight phase: Cruise
Reporter organization: Recreational / Hobbyist (UAS)
Reporter function: Remote PIC (UAS); Person Manipulating Controls (UAS)
Human factors: Situational Awareness; Training / Qualification; Time Pressure
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Other Person
When detected: Other post-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying my drone by the lake shore in ZZZ and I was so focused on the video clips I was recording that I failed to realize I briefly broke a FAR by flying my drone over moving traffic. During the flight I did not realize I broke a FAR as I am a newer drone pilot. After I made this mistake I showed the video to a friend who is a Part 107 pilot and he made me aware of my mistake. He also informed me that I need to be a Part 107 pilot to fly in that area due to the local Drone Ordinance. I believe I messed up as I was in a rush to use my drone before sunset and I did not do the proper research prior to flying in this location. In order to correct my actions in the future I will be obtaining my Part 107 Drone license to enhance my knowledge on the FAR's for UAS operations and I will be ensuring I get more drone experience before I fly my UAS in a complex area to navigate. Also I need to further analyze the PAVE model (Pilot; Aircraft; Environment; External pressures) before flying my UAS. Better using the PAVE model would have alerted me that I was rushing and was not in the correct mindset for flight and the external pressure of rushing to fly before sunset caused be to lose situational awareness. With that knowledge I should have called the flight off for another day so I could have the time to do the proper research prior to flying and be in the correct state of mind to conduct UAS operations.




Synopsis: Recreational / Hobbyist UAS pilot reported they flew their UAS over moving vehicles and in an area prohibited by local ordinance. The pilot learned after their flight of the errors and is choosing to become a Part 107 pilot to learn more about operating a UAS safely.
Date: 201812
Local time of day: 1201-1800
Location: VNY.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 5
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class C BUR; Class D WHP
ATC / advisory: Tower VNY
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Exited Penetrated Airspace
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was [heading to] VNY Van Nuys Airport. The flight plan in my GPS navigator was designed to keep me clear of WHP and BUR airspace. At about 20 NM northeast of VNY; I contacted VNY Tower to inform them of my intention to land. I was instructed 'Fly direct to Van Nuys and squawk [code]'. I turned to fly direct to VNY. It was very hazy outside; and so I took extra time looking outside to visually locate the airport. It was too hazy to see VNY at that moment. I looked back at my instrument panel and at my GPS moving map page and realized I was just inside WHP airspace (a few hundred feet). I was unsure if VNY Tower intended me to fly through the airspace; but if only to be on the safe side; I steered out of it. I then realized that I had also flown into BUR airspace. I was at about 3400 feet MSL indicated and quickly descended below 3000 feet. I proceeded to VNY without further issues. I was near the local mountains; outside of any normal terminal traffic routes and there was no traffic within a 7.5NM radius; as indicated by the traffic awareness system on my moving map display.I'm still not sure if VNY Tower intentionally instructed me to fly through WHP and BUR airspace and that's why they assigned me a transponder code; just as ATC would have; or if they intended me to steer clear of WHP and VNY airspace and assigned me a transponder code for another reason.I could have of course steered clear of the airspace anyway. An additional way to have avoided the situation would have been if VNY tower had instructed me to 'Proceed on course until clear of Whiteman and Burbank airspace; then fly direct to Van Nuys airport; squawk [code]' or if he intended me to fly through those airspaces; to instruct me 'Proceed through Whiteman and Burbank airspace directly to Van Nuys airport; squawk [code]'




Synopsis: GA pilot reported a communications breakdown with ATC regarding clearance resulted in airspace violations.
Date: 202009
Local time of day: 0601-1200
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: No one waits to keep their masks on until we pass their row. Every single passenger drops their mask as soon as they get their beverages...sometimes even before they received their order they've dropped their mask.




Synopsis: Flight Attendant reported most passengers drop their face mask before they are offered the beverage service.
Date: 201512
Local time of day: 1801-2400
Location: ORD.Airport, IL
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Distraction; Situational Awareness
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While on short final to Runway 27R in ORD; there is an electronic sign in the sporting arena parking lot that is very bright.  This sign is distracting at night and especially when on the ILS.  I let the ORD Tower controller know that this sign is distracting and there were two other flights complaining about this sign.  The controller said that they have received numerous complaints about this sign.A bright distracting sign on short final to a runway.  This sign either needs to have the intensity turned down or turned off.




Synopsis: A pilot on short final to ORD Runway 27R reported distraction caused by a bright electronic sign in the sporting arena parking.
Date: 201708
Local time of day: 1801-2400
Location: ZMA.ARTCC, FL
Light: Dusk
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Enroute; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Weather; Human Factors; Procedure
Primary problem: Weather

Narrative: Aircraft X was deviating left from ORL and over INPIN area at FL350. INPIN is a common arrival fix that aircraft are descending to FL270. Aircraft Y was southbound at FL350 and the data block showed FL270. He was in the hand off flash to us. We called J86 ZEPHYR and pointed out Aircraft X deviating left to VQQ. They did not reference traffic. As we saw; Aircraft Y was on an intercepting heading to Aircraft X; my trainee instructed Aircraft X to fly heading 360 for traffic. Aircraft X responded that he was unable and that it would put him in weather. Trainee reissued the clearance and said 'Unable weather deviation; fly heading 360 for traffic.' The pilot again responded that he was unable. I keyed up and told Aircraft X; 'Understand you are [exercising your emergency authority]; if not; fly heading 360.' He responded that he was not; and that he was in the turn. I called traffic at 11:00 and 5 miles southbound; same altitude. Aircraft X never had the traffic in site. After clearing traffic; we re-cleared him to deviate and issued the frequency change to ZJX. I would like to start issuing briefs to other pilots about the necessity to follow a controller's instruction. Whether or not they want to argue it is fine; but they should be complying by the instruction first - and then they can question it. The current attitude of; 'I'm not going to do that so issue me something else' is extremely hazardous and will eventually result in a LoSS (Loss of Standard Separation) or worse. We continually assign routes that go through weather and expect pilots to deviate when they get close to the weather. This is also hazardous; we should not be assigning any routes close to the weather; to alleviate this from even being a problem. By assigning these routes; we open ourselves up to the problems such as above.




Synopsis: Miami Center Controller reported an aircraft that was in conflict with another and the pilot did not want to turn away from traffic because of weather.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: RV-10
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I was on an IFR flight plan. Along the route I began to show low voltage indicating a likely alternator problem. Knowing the engine would continue to run; I advised Center of the problem and that I would likely lose radio communication; and advised that my intentions were to continue on to [destination]. The Controller confirmed that he got my report. Shortly thereafter; I could hear him calling me several times but my radio would not transmit due to the low voltage. Shortly thereafter; I felt the engine began running rough and decided to land at the nearest airport. Immediately upon a safe landing; I called 800-WX-BRIEF to advise. At the same time; someone from the FAA called the airport. I was asked to call the Ops. Mgr at Center; which I immediately did. I explained what happened and why I decided to land; considering it an emergency since I was experiencing engine roughness. [The FAA representative] asked if there was anything that ATC could have done differently. My only suggestion would have been for them to ask me to do something to know if I could still hear them; such as squawk a different code; or turn left or right; or climb or descend. Then if I could still hear them; they could have advised the next frequency that I would have needed to tune to for further instructions.




Synopsis: RV10 pilot reported diverting to an alternate after experiencing loss of communication related to an alternator problem as well as a rough-running engine.
Date: 201703
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: MD Helicopter 500/C/D/E/L
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: It was my first day on the job my first tour of the day. I landed to get a clearance for an east bound transition via the departure. Upon receiving the clearance I departed without contacting the tower. I don't know why I did this other than the excitement and pressure of a new job flying a new tour in a fairly new helicopter. I felt pretty stupid when I realized what I had done.While departing I saw a helicopter approaching to land. It was then that I realized that I had not and wasn't talking to tower. I had visual separation of around 300 feet and horizontal separation of about 100 feet from the other aircraft.Realizing that I had messed up I called tower to let them know I was on with them and they had me copy their number and instructed me to call when I landed. When I landed I did in fact give the tower a call. In hind sight; I was rushing a little in order to make the tour happen in the time allotted. Which was a pressure I was putting on myself. I was also very excited and nervous about my first turbine job and first day jitters were a factor.I should have; and always have in the past; contacted tower and received the proper clearance prior to any departure or movement.




Synopsis: MD500 pilot reported a NMAC after taking off without contacting the control Tower.
Date: 202009
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; 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 New Clearance
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: Pilot asked to stay at 6000 ft for as long as possible due to heavy fuel. I highlighted the aircraft to remind myself to climb him before the Minimum IFR Altitude increased from 6000 ft to 7000 ft. He was slow so it took 20 to 49 minutes and I forgot. Data block flashed MSAW (Minimum Safe Altitude Warning) and I climbed him. I should have made another indication on my scope besides the highlight; like kept the MIA map up or alter his data block.




Synopsis: Center Controller reported they forgot to climb an aircraft in a timely manner and it flew below the Minimum IFR Altitude.
Date: 202005
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Engine Air Pneumatic Ducting
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was Pilot Flying cruising at 41;000 feet and about XA55Z. We received the chime as well as a R BLEED DUCT warning message. Upon receiving the message; my Captain took control of the aircraft and radios and instructed me to run the applicable QRH items. Just as I began reading through the QRH; we received a cabin pressure caution as stated would happen in the QRH. My captain quickly [advised ATC] and initiated an [priority]descent. We donned masks as we were making our descent. I established communications; however was unable to hear my captain. We soon found out his audio panel had not been switched to Mask in the heat of things. I continued running the QRH until we hit a point where we had to wait until we were passing through 13;000. As we were on the way down; my Captain let the flight attendants know the situation we were in. We passed through 14;500 [feet] before the masks were to deploy and leveled off at 10;000 feet with the QRH completed. At this point; I was given control of the aircraft for the rest of the flight. The [event] was handled at this point. The flight continued as normal and we received the visual into ZZZ. We later found out that there was an issue with the bleed duct on the right engine.




Synopsis: CRJ First Officer reported number two engine bleed air failure caused cabin altitude to rise; causing an priority descent and precautionary emergency landing.