elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: I was operating as Pilot Monitoring on the flight from ZZZZ to ZZZZ1. We left the ramp with 1;400 lbs more fuel than scheduled and a payload nearly 5;000 lbs below planned. We were de-iced and departed Runway XXR at XA:14Z with 199;200 lbs of fuel. (Min fuel was 196;200). The flight progressed normally except for seeing the fuel burn being higher than the flight plan called for. When we did the first position report the fuel remaining was 1;300 lbs lower than planned. We ran the checklist for suspected fuel leak; but decided the numbers always seemed to show this and they would improve later in the flight. We changed crews and let them know what we were seeing. They continued to monitor the situation and sent a few messages to the company regarding this. When we returned from our rest period; the crew let us know we were now 3;500 lbs behind scheduled fuel. We asked for shortcuts from ATC but were told to remain on flight plan route. We got holding instructions from [destination ATC] and advised them of our low fuel state. We contacted the company to arrange for ZZZZ2 as an alternate. This took several minutes at which point the 'insufficient fuel' message showed on the EICAS we ran the checklist and again told [destination ATC] of our low fuel. They said they could not accept our new alternate unless we declared mayday fuel. The Captain elected to declare mayday fuel; and we were vectored for a landing on XYR at ZZZ1. Landing fuel was 16;900 lbs. Scheduled flight time was 10:45 and we landed at 11:05 flight time. Scheduled landing fuel was 23;577 lbs. Possible higher than declared cargo weight; possible incorrect fuel calculation.




Synopsis: B777 First Officer reported a higher than planned fuel burn rate with cause unknown. Aircraft landed at destination airport with 'Insufficient Fuel' message displayed under priority handling by Air Traffic Control.
Date: 202008
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Human factors: Confusion; Communication Breakdown; Distraction; Training / Qualification; Situational Awareness
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was doing pattern work with my student. On our 4th or 5th pattern we initiated a right crosswind turn just like the previous ones since we were instructed to stay in the right pattern. Right after we turn in the right crosswind leg; Skywatch issued a traffic advisory and there was an aircraft on our left nose side couple hundred feet under us. ATC called us and said he issued us left traffic pattern in this round. I informed him that we did not get the instruction on the left pattern and we did not read it back to confirm. He told us to stay in the right and continue. Since we were on a climb out and right hand turn I was sitting at the right seat and my student was on the left seat. I wasn't able to scan the traffic on the left side below and did not see the aircraft before getting too close to it since it was in my blind spot. At the time of the event there was few other aircraft approaching the pattern and acrobatic aircraft was descending from 6;500 feet to our pattern altitude directly from above.




Synopsis: Flight Instructor reported they turned the wrong direction on their climb out which resulted in a NMAC.
Date: 201312
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Taxi
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ; TRACON ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Preflight indicated normal oxygen operation; and a pressure of about 1;900 PSI. At cruise at FL280; we got an OXYGEN LO PRESS annunciation. We declared an emergency; and as per checklist we descended to 10;000 feet. We decided it was safest to divert to ZZZ; as it was the closest airport from our descent. Dispatch was informed; and concurred with our choice of declaring an emergency and diverting to ZZZ. Dispatch informed us we were over maximum landing weight and needed to burn off fuel before landing. We were vectored by Approach at 10 thousand feet in the northern vicinity of the airport until we did not exceed maximum landing weight. The weather was VFR; the approach and landing were normal and without incident. During the post flight inspection we found the 'oxygen disc' had burst in flight; causing the loss of oxygen.




Synopsis: EMB-135 First Officer experiences an OXYGEN LO PRESS annunciation at FL280. An emergency is declared and descent initiated with diversion to a suitable alternate. Post flight reveals that the oxygen blow out disc had burst in flight.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Troubleshooting
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: About 5 seconds after the wheels left the ground; the aircraft had a bird strike with a seagull. The First Officer's pitot tube was hit directly and caused an immediate blockage. His airspeed indication immediately dropped. I; the Captain; took control of the aircraft. After review of the QRH we restored the First Officer's proper indications using manual reversion of the ADC. We made an air return to the departure airport after burning off enough fuel to get our weight under the aircraft's landing structural weight. The aircraft landed without further incident. Post flight inspection showed a blood stream heading to and from the First Officer's pitot tube; and bird remains inside the tube. No other damage was observed. The airspeed failure during a critical phase of flight [was a] threat.




Synopsis: A seagull strike directly on the First Officer's pitot tube caused an immediately airspeed loss; which was restored using the ADC as per the QRH. The Captain flew the aircraft to the departure airport.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Viking/Turbo-Viking 17-30/31
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Audible noise; EGT gauge went to 0; limited to no engine response to throttle inputs; engine was still running at reduced power.I was not able to maintain the ATC assigned altitude at 5;000 ft. I proceeded direct to RWY XX at ZZZ. Traffic was on final on RWY XYL. Traffic was in sight and we proceeded to RWY XX via reduced power glide. [Requested priority handling] with ZZZ Approach. Received clearance to land from ZZZ Tower. Landing was uneventful. Engine cut off as throttles were pulled to idle in the flare. Spoke with emergency responders while stopped on RWY XX just shy of the 5;000 ft. marker. There was no fire; no FOD (Foreign Object Debris); and the engine was not frozen. I elected to restart the motor and it was successful. Engine behaved normally at low power setting with the exception of the EGT gauge still being at 0. I taxied from RWY XX to the FBO. Uneventful taxi and shutdown.




Synopsis: Pilot reported engine was unresponsive to throttle movement and running at reduced power; causing a diversion and reduced power glide; with engine failing on touchdown.
Date: 202112
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Aircraft: Commercial Fixed Wing
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Environment - Non Weather Related; Company Policy; ATC Equipment / Nav Facility / Buildings; Software and Automation
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was issued a descend via clearance for the RNAV arrival into ZZZ. The GPS jamming at Whitesands was effecting the safety of flight of the aircraft to the point to where they couldn't navigate safely. I asked the Controller in Charge to stop buzzer(ATC procedure to cancel GPS Jamming) and was blown off was told 'we're not doing that'.  Refusing to stop buzzer is commonplace in ZAB; push back and peer pressure is common. At this same time another Controller had Aircraft Y between two pieces of restricted airspace deviating into restricted airspace. Having ZZZ Approach establish departing aircraft on jet routes or victor airways; to keep from violating restricted airspace. Have stop buzzer become an actual priority with the Controllers in Charge and Front Line Managers.




Synopsis: A ZAB Center Controller reported aircraft could not navigate safely and one violated Restricted Area airspace due to GPS Jamming. The reporter requested the Controller in Charge initiate a procedure to stop the jamming  but they refused.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-23-250 Aztec
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Door Window
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was leveling out at 2500 MSL when a passenger noticed the emergency exit window was not flush with the cabin. Within 30 seconds the window separated from the aircraft leaving an opening. The flight diverted back to the point of origin and landed without incident. The emergency exit window was lost in flight.Prior to the flight new headset jacks were installed in the third row of the cockpit.


Second narrative: I installed a set of headphone and microphone jacks on the farthest left hand seat panel in the aircraft in doing so I took loose a few trim panels around the emergency exit windowsill to pull wire from front to back of the aircraft. I then installed the jacks and cables and re-secured the panels. I was informed [later] that the emergency exit window had departed the aircraft in flight. The work was performed in a hangar but during a rainy evening; not sure if it being a nice day would have made a difference in the outcome but I taxied the aircraft back to the main hangar after the work was performed and did not notice anything out of the ordinary. I'm not sure if it is possible that I somehow dislodged the door or what would have caused it to come loose from the aircraft.


Synopsis: PA23 pilot and a maintenance technician reported that the emergency exit window separated from the aircraft during flight.
Date: 201901
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Ultralight
Operator: Personal
Operating under: Part 103
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was doing touch and go's for [the] first time on side of runway and did not look for/see a single engine fixed wing aircraft on landing approach.  He pulled up; I dove down.  He saw me before I saw him.  I will be careful to insure proper observation of surroundings in [the] future.




Synopsis: Ultralight aircraft pilot reported an NMAC at a non-towered airport.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class B ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I had reached my cruising altitude of 7500 ft; 500 ft below the class B shelf that I was flying under. I was visually scanning for traffic when I looked down to scan the instrument panel. When I looked up again; I noticed another plane approaching very quickly from my 2 o'clock position; and from what I could tell; was starting to descend. It looked apparent that they had not seen me; so I put in full power and pitched up so that I would climb above their flight path. The other aircraft continued on their original track underneath me; and when I looked at the altimeter; I was at 8050 ft; in the class B. I immediately pitched down to regain my original cruising altitude of 7500 ft. My mind was preoccupied to the resolution of the issue when it arose; and while I was taking action; I was not thinking about how close I was approaching to the bravo airspace.




Synopsis: A C172 Pilot reported inadvertently flying into Class B Airspace after a NMAC.
Date: 201807
Local time of day: 0601-1200
Location: C90.TRACON, IL
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were level at 5000 ft on the ENDEE 4 Arrival into MDW just before KEMPZ when ATC gave us a traffic call with 'type and altitude unknown.' About a minute later with still no TCAS alert or symbol; we visually acquired a low wing general aviation aircraft heading southeast left to right approximately 100 ft low; less than a mile in front of us. We disengaged the autopilot and executed a turn to the left to avoid. We estimate we cleared him by 100 ft vertically and 500 ft feet laterally. We contacted ATC and continued uneventfully. After the flight we did not get any questions from the passengers or Flight Attendants. I don't think they even noticed. I called Dispatch to report the event. We feel we did everything correctly and just wished all GA aircraft were more aware of jet traffic flight paths and got flight following everywhere they went.




Synopsis: B737-700 Captain reported an NMAC with a light aircraft in the vicinity of MDW.
Date: 201303
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue 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: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was conducting OJTI on the Local Control position and had numerous inbound and outbound IFR aircraft. Cub called up requesting SVFR from the northwest; he was told to remain clear of the Class D. He then climbed above the airspace and came to the northeast of the airspace based on my Trainee's recommendation that the weather appeared better to the northeast. I kept him out of the airspace but after numerous prodding's from my Supervisor; I was instructed to ask if he could maintain VFR and proceed inbound; the Cub said he could and proceeded to about a mile northeast of the field. We got him in sight and then got a C172 in sight so my Trainee gave the Cub SVFR inbound instructions and he landed in front of the Cessna who was on about a four mile final. Later in the session a helicopter called inbound from the southeast requesting SVFR and we had a Baron inbound on a RNAV approach. My Trainee instructed the helicopter to remain clear of the Class D surface area and proceed to the southeast and maintain VFR at or below 500 FT. The same Supervisor again said that the helicopter could be brought in if he could maintain VFR; the Trainee then without my instruction asked if the helicopter could maintain VFR which the helicopter said he could. The Trainee then told the helicopter to proceed inbound and report one mile southeast of the airport. We quickly got both aircraft in sight before they entered the airspace at which point the Trainee gave the helicopter SVFR instructions and gave him clearance to transient parking. After the OJTI session I looked up in the 7110.65 if an aircraft could maintain VFR in an airspace reporting IFR conditions and both me and the Supervisor could not find a definitive answer. I would recommend that SVFR and VFR operations in an airspace reporting IFR be better spelled out in the 7110.65 and for a Supervisor to be better trained so as to not instruct a CPC to do something that may be illegal if they are not 100% sure what they are telling them to do is correct.




Synopsis: Tower Controller providing OJT during less than VFR minimums described instructions from a Supervisor who indicated that other than a SVFR clearance could be used for VFR traffic inbound.
Date: 202109
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Other VFR Traffic Pattern
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Distraction; Confusion
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was on departure for Runway XXR traffic pattern. Once I had runway spacing between two category 1 aircraft I cleared Aircraft Y for takeoff in the traffic pattern for Runway XXR. Aircraft X upwind was unusually further than expected. As I was attempting to request an IFR release for an air carrier off of Runway XY I noticed that Aircraft X had made a slightly earlier than expected cross wind turn at a higher altitude than normal. I issued a traffic call to Aircraft Y; and that is when a transmission with no call sign said 'they almost hit us' I had visual on both aircraft and continued to separate both aircraft in the downwind.  I could have initially notified the following aircraft (Aircraft Y) of the proceeding aircraft's intentions; and let know my intention to have aircraft follow in the traffic pattern.




Synopsis: A Tower Local Controller reported a departing VFR aircraft reported a NMAC with a preceding departure.