elihoole/asrs-aviation-reports huggingface dataset:
Date: 201706
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: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Distribution Busbar
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We experienced a DC EMER BUS caution message. We ran the QRH. The first line in the QRH for this event was 'land at nearest suitable airport.' We (the FO and myself) discussed the situation and made a plan. We [advised ATC] diverted to [a nearby airport]. This gave us enough time to prepare the plane for landing. We asked ATC to roll the fire trucks as we no longer had any system fire protection and lost our DC Emergency Bus (electrical). I [briefed] the flight attendants. I made an announcement to the passengers that we were diverting due to mechanical issues. I ACARS texted Dispatch to let them know our plan. We landed and taxied to the gate without further incident. We deplaned the passengers and shutdown the aircraft. I have a concern in this event. The Tower Controller cleared an aircraft to takeoff in front of me when we were at 500 ft. The aircraft was slow to depart. I queried the Tower Controller again if we had been cleared to land. Had that aircraft had any difficulties on the runway; we would have had to go around. No aircraft in an emergency that needs to 'land at nearest suitable airport' would like to accomplish a go around; for any reason. I understand the ATC description of the 'Safe; efficient flow of traffic.' Unfortunately in this event I believe 'efficient' took precedence over 'safe.' During normal traffic flow it would have been good work; but not during an emergency.




Synopsis: CRJ-900 Captain reported diverting to a nearby alternate after experiencing a DC EMER BUS caution message.
Date: 201912
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: 2
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class B N90
ATC / advisory: Tower EWR
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Other / Unknown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: On takeoff from EWR Runway (RWY) 04L at approximately 100 feet AGL noted traffic executing go-around/missed approach from RWY 04R. Weather at time was OVC 003; 2SM RA. Traffic was at our 2 O'clock position when first noticed and slightly above our altitude. We ultimately were at same altitude and separated by approximately 500-1000 feet laterally before losing sight of traffic as we climbed into clouds at 300 AGL. ATC issued traffic an immediate right turn to HDG 080 and to climb to 3;000 and then issued our aircraft clearance to fly RWY HDG and climb to 2;000.


Second narrative: After takeoff from EWR 4L on the NEWARK FOUR Departure we spotted close proximity traffic to our right as we were climbing through approximately 200 feet. My best guess is the traffic was about 100 feet above our altitude and 1000 feet laterally. I found out later the traffic was on a go-around from 4R. I do not remember hearing any traffic declaring they were going around. Tower immediately instructed us to maintain runway heading and an altitude of 2000 feet and instructed the traffic to turn right to a heading of 080. We did not receive a TCAS TA or RA which are inhibited on takeoff below 600 feet and 1100 feet respectively.


Synopsis: Flight crew reported sighting close proximity traffic immediately after takeoff from runway 4L at Newark.
Date: 201810
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Sail Plane
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action

Narrative: While in cruise to ZZZ; ZZZ Approach issues traffic advisory of a glider at 5;000 [feet]; 1 o'clock. Negative contact. 3 minutes later; glider appears on collision course but at around 9;200 [feet]. I query ATC [if] they have that contact and reported evasive action. ATC advises they only had the glider at 5k with transponder not other targets. The near miss glider at 9;200 [feet] did not have a transponder and was not showing up at a primary target.




Synopsis: SR22 pilot reported NMAC with non-transponder equipped glider.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: IMC
Weather elements / visibility: Fog; Haze / Smoke; 6
Light: Daylight
Aircraft: Caravan 208B
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X departed ZZZ with its planned destination of ZZZ1. The aircraft taxied for runway XXR and departed on an IFR clearance. By all indications the takeoff was normal and nothing unusual occurred. At approximately 200 feet the Garmin autopilot Self - Engaged and put the airplane into a steep descent. I immediately pushed the Auto-Pilot (AP) disconnect switch; which (briefly) disconnected the AP before it re-engaged. This occurred two or three times consecutively as I tried to troubleshoot the issue. I then pushed and held the AP disconnect switch for 5-6 seconds with no success. (All the while the airplane continued to make attempts at descents.) Additionally; I tried the CWS (Control Wheel Steering) button to attempt to regain control over the autopilot. The current weather in ZZZ was IMC; with ceilings of 600 feet and 6 miles visibility with mist. I was on an IFR flight plan; and made the decision to request priority handling with ZZZ tower. I remained below the weather to return to the field and land runway XXR. To regain control over the autopilot; I turned off the avionics; and landed without incident. The cause of the event is unknown at this time while maintenance is troubleshooting the issue. At this time it is unknown (from a pilot's  perspective) as to what could have prevented the malfunction of the autopilot; and cause it to self-engage.




Synopsis: C208 pilot reported autopilot malfunctions in IMC conditions and elected to perform an air turn back and a precautionary landing.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.ARTCC, 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: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: During cruise flight at our planned cruising altitude of FL370; we encountered mountain wave and up/downdrafts. During the hour or so in cruise at FL370 leading up to the event; we were constantly changing the power; attempting to maintain our filed cruise speed of M.77. At one point; the airspeed started to drop towards M.74. I selected the climb detent. Instead of increasing; the airspeed started decreasing. At about M.72 I selected MAX POWER (APR thrust). I told my First Officer (FO) to ask ATC for a lower altitude. ATC said it would be 3 minutes before they could grant a descent clearance. The airspeed continued to decrease; even though we were still set at APR thrust. Once the speed decreased to approximately M.705 and showed a negative trend vector; I started approximately 1;000FPM descent and instructed my FO to inform [Center] that we were in a descent. Within about 600 feet descent; we were able to regain our normal airspeed and returned to a normal flight profile at FL350 with an amended ATC clearance. Flying at a lower altitude than our planned cruising altitude during times of strong jetstream winds and mountain wave would give us a greater margin to recover airspeed lost due to a downdraft.


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


Synopsis: CRJ-900 flight crew reported descended from assigned altitude of FL370 when they were unable to maintain speed because of downdrafts.
Date: 201706
Local time of day: 1201-1800
Location: ZAN.ARTCC, AK
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class E ZAN
ATC / advisory: Center ZAN
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Confusion; Troubleshooting
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: Aircraft X was descending via the RNAV arrival. Aircraft Y was from the south and also descending via the WITTI2 arrival. The aircraft were initially tied. Aircraft Y started down first and slowed anywhere from 10-80 knots slower than Aircraft X. Spacing was building steadily between the two aircraft. When the two aircraft were just about in trail; there was 6.5 miles with Aircraft Y 10-30 knots slower. Less than a minute later there was 6 miles with Aircraft Y and still 10-30 knots slower. Passing it off as a bad hit; I knew the spacing was fine with the speeds shown. I reduced Aircraft Y to 250 Knots to insure the separation remained. Maybe a minute later; around the time to handoff the aircraft to Approach; I saw that space had decreased again to 4.84 miles with Aircraft Y still showing slower! By this time; the aircraft were entering TRACON Airspace. Knowing that they only needed 4 miles between the aircraft; I just shipped them over.I am completely baffled by this scenario. How could I lose separation with 6.5 miles and faster in front? We replayed the data from TRACON's radar feed and it showed an overtake situation. We are waiting to pull the data from our facility to see what ours showed. I do not recall an overtake the entire time I was watching this. Talking to a veteran controller that has been in this facility for over 25 years; he said he has seen this happen too. He said he saw separation decreasing with faster in front as they were approaching the gate at the TRACON boundary. We do have a radar outage at one site but we still have coverage from other radar sires. I don't know that this would affect anything. I don't have any recommendations yet. There shouldn't be a disparity between what the targets are doing and what the speeds say.

Callback: The Controller reported the Center data was displaying different ground speeds than the TRACON radar data was processing.



Synopsis: A Center controller reported an aircraft was overtaking a leading aircraft even though the ground speed readouts indicated the trailing aircraft was slower.
Date: 202008
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cabin altitude - red - EICAS at FL370. [We] donned oxygen masks; [requested priority handling]; and performed [an] emergency descent. [The cause was the] pressurization controller. [I suggest that the] cabin rate trend indicator displays directly in front of pilots.




Synopsis: B757-200 First Officer reported a loss of cabin pressure inflight; resulting in an emergency descent.
Date: 201206
Local time of day: 1201-1800
Location: CZEG.ARTCC, AB
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: Center CZEG
Aircraft component: GPS & Other Satellite Navigation
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I used ForeFlight on my iPad to file and brief an IFR flight plan from Great Falls to Springbank airport (west of Calgary). However; when I got in the airplane to program the route into my airplane's GPS I failed to input one waypoint; namely; Cutbank.As I was flying north from Great Falls; my airplane's zoomed-in GPS showed me on the centerline of my route; but my iPad showed me getting more and more to the right of course. The controller queried me as to whether I was heading straight to Lethbridge instead of to Cutbank; and that was when I realized my mistake. I was heading to Lethbridge; because I had omitted inputting the Cutbank waypoint. Lesson one: Be sure to double-check when programming the route from the listing on the iPad to the airplane's GPS. Lesson two: Believe the VOR when it shows you off the airway.




Synopsis: A Cessna Turbo 210 pilot suffered a track deviation when he misprogrammed his IFR route into the aircraft's GPS based navigation system. ATC advised of the deviations and the reporter corrected the error.
Date: 201601
Local time of day: 1201-1800
Location: RDG.Tower, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower RDG
Second aircraft: Medium Transport; High Wing; 2 Turboprop Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Confusion
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Event / Encounter Aircraft
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was put into position on the runway and appropriate traffic calls were made. Aircraft Y landed on an intersecting runway and was told to turn right at taxiway and hold short of the runway for the departing traffic. The pilot read back the instructions and complied. Aircraft X was cleared for takeoff. On departure roll the ASDE-X alarmed and displayed a conflict between Aircraft X and Aircraft Y. I observed Aircraft Y holding short of the runway; stationary; as instructed. Aircraft X departed safely. The ASDE-X alarmed in error and should be checked for accuracy to ensure it is operating correctly.




Synopsis: RDG Local Controller reported a false ASDE-X warning. An arrival was holding short of an active runway with a departing aircraft when the warning sounded. The Controller visually confirmed the arrival was holding short and the takeoff was uneventful.
Date: 201710
Local time of day: 0601-1200
Location: ADS.Tower, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class D ADS
ATC / advisory: Tower ADS
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After being cleared to land we began our descent from 2;500 FT MSL. The controller called us as traffic to another aircraft and asked us to maintain 2;500 FT. We leveled at 2;400 FT and began looking for traffic when I noticed him coming straight at us. I took control of the aircraft simultaneously pushing the nose over and advised tower we were descending. He abruptly told us that before beginning a descent that he needed to know. I stated it was a noise abatement maneuver as we were on a collision course.




Synopsis: GA flight instructor reported a near-mid-air-collision after receiving a clearance to land.
Date: 202007
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On [date]; on my last flight of the night I thought I may have experienced some very mild symptoms of being ill.  In the past; I have experienced mild symptoms before and have felt 100 percent better the next day.  The next day; I reported for a two day trip and felt absolutely fine to work.  Again; I felt completely fine to work; and I would never deliberately go to work while feeling sick. After my trip was completed; I experienced symptoms of being ill; and decided to set up a COVID test.  I took my COVID test and received a positive test result.  I have been quarantining since I took the test.I believe that not flying while possibly being ill would prevent this from happening again.  If I could do things differently; I would not have flown with the possibility of being sick.




Synopsis: Flight Attendant reported having mild symptoms of being ill; but decided to take another two day trip.  Flight Attendant continued to feel ill after the two day trip warranting a COVID test; which was positive.