elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: ATC cleared us down to 2;000 feet and speed of 210. In addition; cleared us on heading 060 and cleared us for ILS 04R approach. We were in VMC conditions and had other aircraft in sight (A320); but still were cleared ILS 04R. Upon intercepting localizer we hit wake turbulence; which disconnected autopilot and rolled aircraft to the left approximately 40 degree bank. I took over flight controls and [the FO] became PNF (Pilot Not Flying). At no time was the flight unstable. [I] chose to continue but flew glide slope 1/2 dot high to stay above wake. We landed with no other wake turbulence disruption.ATC had us below glide path of previous aircraft and upper level winds were light with slight crosswind.




Synopsis: EMB-145 Captain reported encountering wake turbulence on approach to EWR in trail of an A320.
Date: 202009
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: IMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Climb
ATC / advisory: Center ZZZZ
Aircraft component: Pressurization Outflow Valve
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight; Pre-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Company Policy; MEL; Manuals; Procedure
Primary problem: Procedure

Narrative: Status MSG outflow valve aft found on preflight. Put in logbook and item was deferred. Took off and passing 8;000 feet got cabin altitude caution message followed by cabin altitude warning at 14;000 feet on Eicas. We donned the oxygen mask ran the associated checklist. We would need to descend to 10;000 feet and hold [and advised ATC]. Entered holding; configured airplane for approach and made an uneventful landing.




Synopsis: B777 Captain reported loss of cabin pressure on climb out caused an expedited descent and an air turnback to a precautionary landing.
Date: 201807
Local time of day: 1201-1800
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E N90
ATC / advisory: TRACON N90
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other post flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I took off for a VFR flight down the Hudson River Exclusion. I did not file a VFR flight plan since the Exclusion is a CTAF and has required reporting points. The flight was uneventful. We traveled southbound then turned around and returned northbound through the Exclusion.After exiting the Exclusion and clearing the JFK Class B airspace we turned toward Long Island and headed to WST. I had my iPad with current ForeFlight subscription blue-toothed to my ADSB in/out transponder; my Garmin 530 with current database and a portable Garmin GPS device. On ForeFlight and the portable Garmin GPS device; TFRs are displayed and warnings pop up if you are close. Today I realized that the TFR feature had been inadvertently turned off so I became concerned about the flight. I tried to research past TFRs but I cannot find a list of previous TFRs. As it stands I do not know if I violated any TFRs on that day. I am also unclear as to whether the pop up warning for a TFR will occur if the specific feature is not selected on the iPad. I am filing this report as a precaution since I am unable to find a list of the past active TFRs. In the future I will double check that the TFR feature is selected on my devices and I am planning to further educate myself through faasafety.gov.




Synopsis: GA pilot reported a possible TFR infraction after realizing the avionics TFR feature was turned off.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; 1.75
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Approaching ZZZ at about XA:55. ATIS indicated wind 190/3 light rain; vis 1+ 3/4 miles. At approximately 14 miles out I spotted the two runways and the airport was clearly visible. We were vectored to an intercept heading of about 190 degrees and cleared to 3;000 ft. to maintain until established; 'Cleared for the ILS XXL approach.' We descended to 2;000 ft. I reported the airport in sight twice and also mentioned that I picked it up visually 14 miles out. At approximately XA:57; ZZZ Approach called [us]; Low altitude alert; climb immediately to 2;900. I responded with something like; We are in the clear. His response was Climb now to 2;900; ZZZ is reported as IFR. Controller apologized for the confusion and essentially said the mistake was on 'our end.' I played back the recording and discovered that the mistake was indeed mine. We were issued 3;000 ft. not 2;000 ft. The biggest mistake I made was shifting my attention outside the airplane. I could clearly see the airport and the fact we were visually clear of all obstacles. The approach plate was reviewed and displayed in front of me. I was essentially operating visually despite the fact we were on an actual instrument approach. Procedurally incorrect. We were never in any danger.




Synopsis: EMB-505 flight crew received a low altitude alert from ATC while on an IFR clearance in VMC when the flight descended below the assigned altitude.
Date: 202110
Local time of day: 1201-1800
Location: JYO.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D JYO
ATC / advisory: Center ZDC
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: Following an extended Left Hand downwind for Runway 17 at JYO staying at pattern altitude; my Safety Pilot and I made a left turn towards final at 1;400 feet. Once established on the final towards the runway we started a slow descent. At 1;400 feet; about 2.5 miles from the runway on final; we noticed a red quadcopter drone coming towards us; it looked like it was moving towards the north. We descended a bit to 1;200 feet and the drone passed straight over us; missing the aircraft by about 100 to 200 feet vertical. The drone continued flying to the north on runway heading and we landed uneventfully. The encounter was immediately reported to ATC.




Synopsis: General aviation pilot had a near miss with a UAS while on approach and took evasive action.
Date: 202009
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Leaving ZZZ an engine HYD SYS (Hydraulic System) A loss light illuminated. A SYS HYD Quantity at that time was normal. After approximately 2 hours into the flight A SYS HYD quantity fell to 16%. Although the A SYS HYD electric pump was providing pressure for the A SYS; I believed that there was potential that we might experience a total loss of the A SYS hydraulics once the landing gear was extended. I [requested priority handling] and contacted Dispatch. We extended the landing gear early and it extended normally. On approach; the gear and all other systems functioned normally. Landing was normal and uneventful. We taxied to the gate and discovered that we had a major HYD leak in the A SYS pump.




Synopsis: B737 Captain reported loss of Hydraulic System A during cruise.
Date: 201206
Local time of day: 1801-2400
Location: RJTG.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center RJTG
Aircraft component: Oxygen System/Crew
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Fatigue; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: During high altitude cruise on an extended range international trip; the flying crew elected to stop using the O2 masks and to hold them in our laps because the mask 'comfort position' was inoperative and it was causing headaches and unnecessary fatigue to both crew members due to the tight fit. As soon as the aircraft was able to meet adequate fuel reserves at the destination; we descended to FL410 to complete the trip. The PIC was in the crew rest area during this time period. The FAA should consider a change to this rule as the corporate aircraft being manufactured now spend most of their time at or above FL410. The masks are not made to be used for so many hours at a time; many aircraft have an Automatic Descent Mode (ADM) in the autopilot and wearing the O2 masks increases flight crew fatigue on what are often extended duty days.




Synopsis: G550 First Officer laments the requirement to use oxygen continuously above FL410; especially when the comfort position of the mask is inoperative; believing that the Automatic Descent Mode (ADM) in the autopilot should eliminate the requirement for both pilots to be on oxygen.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
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: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While in the cruise portion of my flight on an IFR flight plan I was alerted by ATC of traffic converging same altitude. I was on a NE (northeast) heading but was instructed by ATC to fly at 6;000 ft. The traffic was on a SE (southeast) heading also at 6;000 ft. descending for ZZZ. Due to me being on an IFR flight plan I did not deviate altitude or heading. The traffic descending was descending apparently at a very slow rate. ATC provided traffic alert but did not suggest new heading or altitude. When I had the traffic in sight about 200 ft. below me and very close I elected to climb based on my traffic message from my G1000 avionics with TIS-B (Traffic Information Service - Broadcast). At my altitude of 6;200 ft. the traffic passed below me by 500 ft. ATC was very busy but I should [have] queried them for vectors [or] altitude change earlier so I would not have to take action on my own. ATC did not complain about my momentary altitude deviation.




Synopsis: SR22 pilot on an IFR flight plan reported taking evasive action to avoid another aircraft that was 500 feet below him.
Date: 201303
Local time of day: 1801-2400
Location: L30.TRACON, NV
Aircraft: SR22
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class E L30
ATC / advisory: TRACON L30
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Developmental
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: SAT Sector works IFR aircraft into VGT from south of LAS; MED is the control authority for VGT so SAT points the aircraft out to MED; per our new SOP; MED is supposed to get a point out with LSV for IFR aircraft into VGT. MED never talks to the aircraft. There were numerous aircraft pointed out to me and I did not realize the SR22 was IFR and did not make the point out to LSV. I think SAT or the sector that is actually working the aircraft should get the point for the airspace that they are going to penetrate.




Synopsis: L30 Controller expressed concern regarding the recently initiated 'point out' procedures involving VGT operations.
Date: 201505
Local time of day: 1201-1800
Location: CID.Airport, IA
Aircraft: Small Aircraft
Flight phase: Final Approach
Airspace: Class C CID
ATC / advisory: Tower CID
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Small aircraft on his first trip in the pattern [in] left closed traffic [for] Runway (RWY) 13. Aircraft appeared to be lined up on final for RWY 13 with no conflicts. I turned my attention to Ground Control duties for a moment (marking a strip); and when I looked back up; the [aircraft] was executing a touch-and-go on the parallel taxiway (Taxiway E). Once the aircraft was airborne; I inquired if he realized what had just happened. He replied 'Yes; I'm sorry.' Given that there was no other traffic and the situation had passed without incident; I decided not to issue a brasher warning. He continued in the pattern for a while longer before landing and returning to parking without incident.The pilot did call the tower a while later; just to apologize for the mistake. I did not take that phone call. It is my understanding that this is not the first aircraft to land on Taxiway E by mistake.Remove white splotches in concrete on Taxiway E that look a LOT like touchdown zone markers.  Paint a 'TAXI' sign at the NW corner of Taxiway E; abeam the RWY 13 numbers. Re-paint the RWY 13 markings if necessary to make the runway stand out. This is a new; wide taxiway with fresh; bright concrete. I can completely understand how a pilot could confuse it with RWY 13.




Synopsis: CID Tower Controller reports a small aircraft pilot performing a touch and go on Taxiway E thinking it is Runway 13 which he had been cleared for. This is a new; wide taxiway with fresh; bright concrete and white splotches that look similar to touchdown zone markers.
Date: 201702
Local time of day: 0601-1200
Location: BUR.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D VNY
ATC / advisory: Tower BUR
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: VFR flight plan. Pilot had not flown in Los Angeles airspace prior to flight. Under SOCAL approach while flying from Gorman VOR to Burbank. ATC instructed VFR descent to no lower than 3000 ft while maintaining heading. After ATC advised course changes through Newhall pass to avoid traffic; pilot asked to contact Burbank tower. Burbank tower instructed pilot to use runway 15 and call in location when alongside Whiteman Airport (WHP). Visually sighted WHP on left and an airport directly ahead on 150 degree magnetic course and called Burbank tower to inform them starting descent on long final to runway 15. Burbank tower responded that I was lining up on Van Nuys airport; climb to 3000 and make a course correction to 180 magnetic; overfly Van Nuys and call in position once over airport. Complied with tower instructions and was cleared to land at Burbank on runway 8.Causes:-Pilot unfamiliarity with dense airspace-After course corrections to avoid traffic; pilot did not re-check course heading to Burbank. ATC assumed pilot was on correct heading.-High volume of ATC and tower radio traffic. Unable to quickly transmit pilot position reports.




Synopsis: PA28R pilot reported becoming confused during a VFR flight to BUR and lined up on VNY. BUR Tower detected the error and issued a new heading and climb back to assigned altitude.
Date: 201902
Location: ZZZ.ARTCC, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pitot/Static Ice System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at FL370; we got a '[Circuit Breaker] CB popped overhead panel' ECAM [Electronic Centralized Aircraft Monitor] message. We were in VMC conditions on top with negative icing but there was a possibility of encountering icing conditions on the descent and approach into ZZZ so we elected to contact Maintenance to get more information about the failed component. I tried to contact Dispatch using the air cell phone and crew phone app. Both were unsuccessful. I then tried Dispatch direct and was also unsuccessful. I sent a free text message to Dispatch and asked them to try to contact me on the Dispatch direct frequency. They were unsuccessful. I tried ARINC but the frequency was tied up by another aircraft. I tried the adjacent ARINC frequency but was out of range. I then tried a phone patch through ZZZ OPS and was told they no longer have the capability to do that. By that point we were in the descent into ZZZ and it became apparent that we would not enter into icing conditions. If icing conditions had been present we would have had to divert to remain clear of icing conditions. The approach and landing were normal and uneventful. After landing we contacted Maintenance and informed them of the popped circuit breaker. A mostly innocuous circuit breaker that popped caused distraction and a possible divert due to the fact that we were unable to establish voice contact with Dispatch or Maintenance. We need to be able to contact Dispatch and Maintenance. ARINC frequencies can be congested and Dispatch direct did not work. Consideration should be given to keeping air cell capability.




Synopsis: A321 Captain reported a communication problem while dealing with a circuit breaker that popped in-flight causing an increased workload.