elihoole/asrs-aviation-reports huggingface dataset:
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G280
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were descending in ZZZ. ATC asked our speed; and I replied '320 knots; but we can give you more.' The controller asked for 'best forward speed;' and I replied that we would comply. We were later assigned a descent to cross ZZZZZ Intersection at 12;000. We responded and began the descent at the appropriate time. In the G280; VMO decreases from about 340 down to 300 KIAS as you descend from the low 20's to 10;000. We maintained best forward speed throughout our descent; but the controller asked if we were still doing 320 as we neared ZZZZZ Intersection. I responded that we had slowed; but we're still giving him best forward speed. He told us to let him know before we slow. I believe that he vectored an aircraft off the arrival; behind us; but do not believe any separation was lost. In this case; I didn't connect his desire for us to maintain 320 knots; with what I understood to be 'best forward speed.' In the future; I will be more careful accepting an ambiguous airspeed clearance; knowing that we have so much variation in VMO at lower altitudes.




Synopsis: G280 Captain reported an issue with ATC in regards to understanding best forward speed.
Date: 201704
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: ACARS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at FL390 I noticed ACARS 'NO COMM' message. We were starting to prepare for an arrival into DEN with significant weather on the field; low visibilities and snow. We were unable to get performance weight and balance; current ATIS or gate info via ACARS. It remained that way until we parked at the gate. We were able to complete our flight using the Optimum Performance Capable (OPC) and broadcast ATIS then call in range as we did before ACARs.What concerns me is that earlier in the month I transited DEN and noticed the same loss of ACARS COMM capability when approaching from the east. Going into LAX I lost ACARS COMM for a while during descent. And at DAL; at Top of Descent; ACARS was unavailable until we landed. Dispatch had been trying to relay turbulence reports to us and none made it to us. As we transition to the ACARS based performance weight and balance it is appearing that ACARS is becoming more unreliable. Also we are losing our primary means of COMM with Dispatch. When I notice the non COMM message I usually pull up the local ARINC frequency to monitor as secondary COMM capability with Dispatch. While swapping aircraft in DEN; our inbound Captain commented on his ACARS no COMM experience. So it was not just our aircraft either.




Synopsis: B737NG Captain reported that recurring ACARS communications issues result in a loss of the primary means of communication with Dispatch and the ability to receive vital performance data.
Date: 201411
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not 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 Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At V1 or just after First Officer (FO) felt a vibration. Soon after we lost LT HYD Quantity then LT HYD SYS. FO continued to fly while I advised Departure of the situation; that we will need to hold and declared an emergency. I then ran the QRH followed by talking to the Lead Flight Attendant; letting them know about the HYD; no evac; no special instruction and it will be 10 min. Followed by informing the pax of what's going on. Fire trucks met us; pax deplaned [on the ramp]; maintenance towed us in.




Synopsis: B757 Captain reported loss of left hydraulic system just past V1 on takeoff roll. Declared an emergency and returned to departure airport.
Date: 201404
Local time of day: 0001-0600
Location: TTZP.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
ATC / advisory: Center TTZP
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion; Situational Awareness; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Over waypoint PERGA we requested climb from FL340 to FL360. PIARCO Control cleared us direct ANADA and to climb to FL360. Clearance was read back slowly and clearly and PIARCO said nothing. As aircraft climbed through FL350; another aircraft with a similar sounding call sign at FL360 several miles behind us called PIARCO and noted our converging altitudes. We began an immediate descent back to FL340 without further incident. PIARCO claimed he had not cleared us to climb; but we emphatically stated otherwise. Poor radio reception; poor controller English; and similar sounding callsigns were contributing factors. Closer attention to call signs and clearly understood clearance (by controller after readback by aircraft) must be maintained.


Second narrative: At FL355; both pilots noted the close proximity of the trailing aircraft and the climb was stopped. A descent was immediately made down to FL340 after clarification with ATC.Controller didn't respond after our clearance to climb was read back. If the Controller had responded; there would have been no confusion as to clearance or to whom it was issued (the climb clearance). Poor radio reception; poor radio quality and the lack of Controller acknowledgment was not helpful. Callsign similarity also led to clearance confusion.


Synopsis: Piarco Control granted the crew's climb request from FL340 to FL360. Another aircraft with a similar sounding call sign behind the climbing aircraft called Piarco to remind ATC their aircraft were converging at FL360 so the climbing crew descended to FL340.
Date: 201210
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Other / Unknown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: A B737 inbound to LAS at 13;000 FT and in hand off stage to LAS Approach. As aircraft approached CLARR; I told D-Side to call LAS Approach with a hand off. As I listened to my D-Side's conversation; I sensed that Approach was not going to take this hand off so instructed the B737 to turn right heading 160. The B737 penetrated LAS Approach's airspace without a hand off being accepted or permission to enter being provided. I kept the B737 on a heading until LAS Approach released the SKBER holding airspace to us. I cleared the B737 to SKBER to hold as published. etc. etc.; we were told that we could expect to hold LAS arrival traffic. We acknowledge the supervisor but were never told by the Supervisor or LAS Approach to hold anyone until the B737 was denied entry. Due to the nature of this Sector 6 'beast' that is our arrival. Every arrival has the chance to be an airspace violation whenever LAS refuses a hand off due to the fact that we wait to call LAS on hand offs just at or before CLARR Intersection. CLARR Intersection is 5 miles from the LAS boundary. Even if Approach says unable hand off; we would have to initiate a call at least 15 before CLARR in order to remain clear. In most cases LAS says 'RADAR' or 'approved to enter' this is the 1 time they refused and no coordination was provided to the Area Supervisor or the Sector by TMU or LAS Approach. So we were left 'hanging' thinking that normal operations were in effect when LAS Approach was already in a holding mode that our sector was not made aware of. We have been doing this type of operation for many years now and it is not a perfect way but there is no procedure to protect us from another violation in the future when we are refused entry. A letter of agreement must be modified to address this situation ASAP.




Synopsis: ZLA Controller described an airspace incursion event when LAS Approach Control suddenly refused a hand off right at the boundary line. The reporter suggests that procedures need to be changed with regard to the coordination limit.
Date: 201205
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Weather Radar
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Troubleshooting; Situational Awareness; Confusion; Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Procedure; Aircraft; Weather
Primary problem: Aircraft

Narrative: As we entered Georgetown airspace we lost both left and right weather radar. Captain used emergency authority to reset weather Circuit Breakers at Maintenance Control suggestion to no effect. We flew around weather in vicinity with the aid of nearby aircraft. In the course of the next 45 minutes; there were several altitude and routing requests which involved four Control areas. With the poor quality of the radios and the language issues; there were concerns about confusion between us and Controlling agencies. We experienced no loss of separation or adverse weather encounters. We were recleared on a weather safe route suggested by our Dispatch and the remainder of flight was uneventful.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: A B777's weather radar antenna failed which caused the loss of both weather radars while flying to South America but the crew was able navigate around weather with some language difficulties.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FWD FA (Flight Attendant) received message via telecom phone from the Captain. We are diverting to another airport due to aircraft landing gear had not retracted after takeoff. We were also notified we would need to fly around to burn off approximately 4;000 pounds of fuel.Flight crew and cabin crew continued to communicate on situation and plan of action. Flight crew notified FAs and [requested priority ATC handling]. Cabin crew began preparations for landing. Captain made announcements keeping passengers updated and Cabin crew did the same. We landed safely at ZZZ airport. Fire department and emergency crew were awaiting us. The aircraft was parked at a hard stand. Passengers deplaned using the air stairs and were transported to the terminal via shuttle buses. The crew secured aircraft; transported to terminal via [ground transportation].




Synopsis: Air Carrier Flight Attendant reported the Captain notified the flight crew of a diversion to another airport because the landing gear did not retract after takeoff.
Date: 201211
Local time of day: 0001-0600
Location: NBC.TRACON, SC
Flight conditions: IMC
Weather elements / visibility: Turbulence; 0
Light: Daylight
Aircraft: Lancair 200
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E NBC
ATC / advisory: TRACON NBC
Aircraft component: Safety Instrumentation & Information
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: Was enroute at 9;000 FT. Light IMC conditions and suddenly experienced moderate to heavy turbulence and a strong updraft. Quickly called ATC and asked for a deviation to exit what was apparently a build-up. The flight had been smooth up until that point. I have satellite weather; but no NEXRAD images were returned for the area I was in (nothing within about 50 miles). I was expecting build-ups and the need to dodge some cumulus activity; but not for another 50 or more miles. I should have been clearer with the Controller that I was deviating and not waiting for a deviation approval; we were getting beaten up quite severely. I turned off lateral course control on the autopilot and the altitude hold because the autopilot was causing significant and abrupt pitch changes. I deviated west of course and my altitude also varied (increasing to about 9;300). After exiting the situation the Controller called and asked for the purpose of the deviation (he had noticed the change while he was asking Savannah for the deviation) and I reported turbulence from a buildup and apologized for the deviation. My primary goal was to exit the moderate to heavy turbulence and minimize pitch changes.




Synopsis: Lancair pilot reports encountering heavy turbulence with up drafts at 9;000 FT causing an altitude deviation. A course deviation is requested from ATC then commenced before a clearance is received. NEXRAD weather did not display any buildups within 50 NM.
Date: 201506
Local time of day: 0001-0600
Location: P50.TRACON, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B P50
Second aircraft: Aerobatic
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: After being cleared for the visual approach to 30L by PHX Approach; we were then told that there was traffic traveling westbound 1;500 feet below us (we were descending through 5;500 feet MSL). Approach then told us to maintain 5;000 feet and turn left heading 180. The Captain and I questioned amongst each other why they would vector us into the aerobatic box; but assumed that the traffic was leaving the box and heading back to IWA. The traffic then began a rapid climb towards our altitude so the [TCAS] gave us an RA to 'climb'. The Captain disconnected the autopilot and flight directors and climbed into the green vertical speed band. The [TCAS] then told us to 'descend'; so the Captain descended into the green vertical speed band until we were clear of the conflict at about 4700 feet MSL. Approach then cleared us for the visual approach and told us to contact IWA tower.The aerobatics aircraft should not be conducting aerobatics maneuvers outside of the aerobatics box. There should be a special arrival procedure/corridor for them to contact approach or tower frequencies and maintain certain altitudes so as to avoid conflict with an airliner full of passengers and TRACON should not allow visual approaches while there is activity being conducted in the aerobatics box.




Synopsis: A319 First Officer reported experiencing an RA on arrival into IWA in response to an aerobatic aircraft operating in the area of the aerobatic box airspace.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: few clouds 1500 AGL; 10
Light: Daylight
Aircraft: Stearman
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: On training flight in the Stearman; we made one landing (and go around) at ZZZ. As Pilot Flying; I checked the weather for most favorable runway for landing the taildragger; called position on the CTAF; and heard no direct response. When entering the pattern on the left downwind; we heard no traffic; and saw nobody on the runway or in the pattern. Made a base to final turn for [Runway] XX; with the runway in sight the entire time and at touchdown saw (and heard scratchy communication) a high wing Cessna coming straight at us. I veered right evasively; as did they. No other conflict arose on our go around. Scratchy radio communication; wind noise as an additive condition; low time in aircraft; ceilings were rising but haze toward the West possibly making it harder to see the departing traffic while we were on final. I should have realized something was wrong with our comms when we didn't hear busy traffic at ZZZ. The other pilot of the Runway XY departing plane may not have seen us as we were landing west; and the sun was behind us.




Synopsis: Stearman pilot reported a conflict at touchdown with another opposite direction light aircraft.
Date: 201904
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Light: Night
Aircraft: Helicopter
Operator: Government
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I took a handoff from ZZZ ARTCC for Aircraft X direct to ZZZ airport at 3;000 [feet].  I noticed Aircraft X descending through 2;500 [feet] before they checked on; so I reached out to pilot.  Aircraft X responded that they were [advising ATC] and need to land now.  I told them about the closest airport but the pilot responded they were landing where they were.  I informed Supervisor and gave them the lat/long and county information.  I also used other aircraft to relay information to and from Aircraft X.  Aircraft X landed safely.  It would be nice if controllers had a button on the radio panel to call 911.  I believe that about 10 minutes went by before 911 was called.




Synopsis: TRACON Controller reported that an aircraft that landed off field.