elihoole/asrs-aviation-reports huggingface dataset:
Date: 202108
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While working Sector X during weather and re-routes; the adjacent sector (Sector Y) to the southeast of me was overly saturated with aircraft in a complex sector with hot restricted airspace.  The R-side at Sector Y asked for a D-side but was not provided due to staffing.  I was assisting R-Y from my position.  A non-radar aircraft from Mexican airspace was not coordinated by Mazatlan Center and did not get tracked up.  The aircraft flew through Sector Y and my Sector [X] to the northwest undetected until the adjacent sector to the northwest alerted me of Aircraft X's limited data block.  I quickly got the aircraft on my frequency; radar contacted the aircraft and handed him off to the next sector.This has been an on-going issue with non-radar aircraft from south of the boarder.  Better coordination and tracking procedures need to be established.




Synopsis: ZLA Controller reported an airspace deviation when an air carrier went through two sectors undetected; until the third sector Controller identified the aircraft.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ZZZ
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion; Distraction; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors; Procedure; Airport
Primary problem: Airport

Narrative: Arrived in ZZZ under a GDP (Ground Delay Program) delay from ZZZ1 at XA:31Z on time. We were advised that the gates were full and would require a significant gate wait time. We were advised that we were number three in line for the next gate. I advised Operations of the delay and began following the company Ground Delay Program. Passengers were offered water and snacks along with 15 minute PA (Public Address) announcements. At the two hour ground hold time I advised ZZZ station that we were getting close to our max delay time and maybe they should explore other options. Within thirty minutes they secured us a gate at the International Terminal. We arrived at Gate XX and were marshaled in and secured the aircraft for deplaning. The jet bridge would not reach because it was setup for [another aircraft]. We were parked on the wrong line. We requested anything; ie: tug or air stairs. The [aircraft] air stairs were brought and were too short. The tug was brought; but the ramp crew forgot the nose wheel disconnect pin. After a considerable wait we were finally tugged into the correct line. Block in time of XD:45Z. A total of 3:14 ground time. We exceeded our max duty day by 15 minutes.




Synopsis: Air carrier Captain reported lengthy ground delay after landing.
Date: 201709
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security; Ground Event / Encounter Other / Unknown
Detector: Person Dispatch; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Company Policy
Primary problem: Company Policy

Narrative: At the completion of the flight; I received an email from dispatch on my iPad advising me of a USGS Seismic event that had occurred while we were enroute to our destination. The dispatcher was concerned because he was allegedly told by his supervisor to NOT inform us of the event; as we might have been led to diverting to an alternate airport given the news. After reading the email; I called the dispatcher using my cell phone to discuss. While I understood the emotion surrounding the geopolitical tension in the region; I told him I would have continued to the destination (as planned) unless a safety issue was present. His point wasn't my decision or his; it was about the decision to censor real time security information that may have helped us consider a plan had things escalated in the area. Reference 9/11/2001 and the lack of timely information/communication with the crews that day; I agree with the dispatcher that withholding information from the crew is NOT in the best interest of safety. The dispatcher informed me he was filing a report and advised me to complete a report as well. Again; I never felt our safety was compromised; however; I do agree with the dispatcher that we should have been notified via ACARS/SATCOM of the situation and given the opportunity to discuss the event with dispatch and flight operations.


Second narrative: [The flight] was inbound to ZZZ when news that the USGS had detected a tremor. The Supervisor was informed and requested to engage the security desk for additional information. The oncoming Supervisor was walking by and I inquired about the news. I was told not to pass the information on to the flight. Reasoning that the crew would divert given the news. My thought was that the crew deserves to have information that pertains to the geopolitical situation in the region they are flying. This needs to change. If the company wants to draft the message to send to the crew that is fine as long as it is done in a couple of minutes.


Synopsis: Air carrier Captain and Dispatcher reported that the company elected to not notify the crew of a seismic event in the area of the destination airport.
Date: 201912
Local time of day: 1201-1800
Flight conditions: Marginal
Light: Daylight
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure from ZZZZ while climbing through approximately 8;000-9000 ft. on the SID with an unrestricted climb to FL 270 experienced a very loud bang on the left side of aircraft. The airplane abruptly went through pitch and roll gyrations. I was the pilot flying and chose to continue to fly. [Priority handling was requested] with the announcement of the loss of the left engine. Requested return to ZZZZ for landing. Asked ATC to provide vectors back to the airport. All appropriate checklists; crew communications; passenger communications and company communications were accomplished. Accomplished single engine RNP approach in IFR conditions. Tower was reminded we were a [priority] aircraft and the need of emergency equipment. Landed uneventfully below max landing weight. Very smooth touchdown and roll out. No concerns from emergency personnel reported when requested by First Officer. Rescue equipment followed us to the hardstand. Aircraft secured and passengers deplaned. No reports of injuries. Crew all performed as trained while demonstrating professionalism.




Synopsis: B787 Captain reported that an engine failure resulted in a return to the departure airport.
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General Declared Emergency
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: I was working Precision Runway Monitoring (PRM) operations. A CRJ2; lead aircraft; was on the 27L final talking to Tower; and a B767; trail aircraft; started about 3.1 in trail. As the CRJ descended; his speed reduced and the in trail disappeared. The B767 checked in; the first transmission was to cancel his approach clearance and maintain 6;000. I reported the incident and it was determined we had 97% of separation. The more difficult part is to describe how we got here. The first 'link of the chain' was another Air Carrier that went around short final and later divulged he had a flap problem. I turned him to the downwind and switched him to the Final Controller per SOP. Normally a go around would land Runway 28; but with his issue; he declared an emergency and ended up on Runway 27L. In a 'trips' operation; the middle final (27L) is the high side. Being slower at lower altitudes created issues behind him when we got him back on the final. As the B767 was being vectored in the downwind; another aircraft failed to join the localizer; and when I felt he was no longer in a safe area to complete an approach; I sent him around while this was going on. With multiple issues in a short time span; it really increased the workload of everyone on the wall. It was just a strange session; I just don't know what else to say. The Feeder and Final Controller on 27L just didn't appear to have enough room to build in any more delay/in trail in this situation; and it caused the go-around. We were short staffed. Where normal staffing is 24 or 25; we were at 21; held over both Mid Shift Controller; and called in all the 1100 shift personnel for 2 hours extra to start their shifts. I don't feel this has relevance; but may need to be mentioned. It was a tough day today; and had something worse happened; this could have had an influence on it. The personnel on the approach wall; including supervisors and TMC all did an amazing job.




Synopsis: TRACON PRM Controller described a loss of separation event during complicated/busy simultaneous procedures complicated further by an emergency aircraft.
Date: 202110
Local time of day: 0001-0600
Location: MMLP.Airport, FO
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Distraction
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Four miles and about 15 degrees east of the centerline of the approach end of Runway 18 at La Paz; BCS; Mexico (MMLP) there is an unlit seventeen (17) story building along the shoreline. This poses an extreme hazard to night operations into and out of MMLP. The building is an abandoned high-rise condominium that was under construction.




Synopsis: Reporter advised there is an unlit 17-story building located 4 miles and about 15 degrees east of the center line of the approach end of Runway 18 at MMLP airport.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Elevator Feel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff received EICAS status message 'ELEV FEEL'. Advised Dispatch; requested Dispatch advised Maintenance. Dispatch called back and requested we return the airplane to [our departure airport]. Diverted back to [our departure airport]; landed below maximum landing weight and made required logbook entry. The airplane was a 757.




Synopsis: A B757 returned to its departure airport when the flight crew received and EICAS ELEV FEEL message.
Date: 201204
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Second aircraft: Hornet (F-18)
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: Approximately 40 miles south of BOOZE Intersection at FL240 and 15 miles east of Shaw AFB; JAX Center issued a clearance direct to BOOZE; to cross at 1;100 FT at 250 KTS. A few minutes later; while [we were] still in the descent; JAX Center issued an amended clearance to level off at FL180. At approximately 18;300 FT we received a TCAS RA command to climb; which we complied with and at the end of conflict this resulted in a climb to approximately 19;300 FT. We advised ATC of the TCAS RA; our altitude and that we were descending back to FL180. JAX Center advised us that a flight of two F-18's; in a high rate of climb; caused our TCAS RA and their altitude clearance was 16;000 FT. The fighter jets were at our 8 to 9 o'clock position and approximately 4;500 FT below us when the TCAS sounded. They went behind and below us at 2;000 FT horizontal separation. During the whole TCAS event; we did not have the fighter jets in sight. The TCAS RA climb maneuver was not abrupt or evasive and passengers and crew were not affected; but some did notice the change from a descent to a climb. TCAS RA was caused by high rate of climb by fighter jets that were below our aircraft altitude.


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


Synopsis: Air Carrier at FL240 experienced a TCAS RA; reportedly from a flight of military fighter jets restricted at a lower altitude; but climbing at a very high rate of climb.
Date: 201903
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B EWR
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Airspace Structure
Primary problem: Ambiguous

Narrative: On extended downwind while being vectored for an ILS 22L (~030 Heading) at 6;000 feet MSL and 250 KIAS; we encountered a drone sighting. The drone was flying on a reciprocal heading approximately co-altitude. The closest point of approach was approximately 2;000 feet. No evasive action was required or taken. There were no TCAS warnings as we weren't in a situation that would trigger a TCAS event. We reported the incident to ATC. The rest of the approach and landing were uneventful.




Synopsis: Air carrier First Officer reported an airborne conflict with a UAV while being vectored on downwind for an ILS 22L at Newark.
Date: 201206
Local time of day: 0601-1200
Location: CNO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D CNO
ATC / advisory: Tower CNO
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I was in cruise flight at 2;000 FT MSL northwest bound along Highway 71 at 4 NM west of Chino Airport. I was on an approved transition through Chino's Class D airspace. A departing twin turbine helicopter departed Chino airport and was provided with my position; altitude; and direction of flight. I spotted the helicopter as it rapidly accelerated and climbed directly toward my aircraft. As I evaluated the helicopter's flight path (it looked like it was still accelerating and climbing toward me); I began a turn to maneuver away from the helicopter when it turned to the north and then I lost sight of it. I scanned from right to left when I saw the helicopter passing just beneath me to my left side. The helicopter continued its climb. It is bewildering why the helicopter which has the ability to hover and is unconstrained by minimum altitudes required of airplanes would continue to accelerate and climb toward called out traffic. In my opinion; the helicopter should have slowed down and maintained 1;500 FT MSL until positively identifying my aircraft or crossing the highway. The helicopter has excellent visibility both above and below with a windscreen that extends from the pilot's feet to over their head. With such excellent visibility; climbing up and toward a blue sky; the pilot should have been in an excellent position to spot my aircraft without getting so close. They should have slowed down and leveled off to mitigate collision hazard and lower flight risk. Most general aviation airplanes have fairly poor visibility especially to the right side from the left seat; the pilot's perspective is limited. In addition; when a pilot is looking down; as I was; it is easy to lose traffic targets as those targets can easily blend into the industrial landscape. Further; while the regulations do not specify helicopters in the right away rules; practice is that more maneuverable aircraft gives the right-of-way to the less maneuverable aircraft.




Synopsis: Cessna 152 pilot transiting CNO airspace reported an NMAC with a helicopter climbing out of CNO. Reporter contends that more maneuverable helicopter should have maintained separation from the reported Cessna traffic.
Date: 201404
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Cockpit Window
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: First Officer's sliding window fully opened during takeoff at 85 KIAS. I took control of the aircraft at 90 KIAS and completed an uneventful takeoff while the First Officer attempted to close the window. After a few tries; he was unable and I elected to return to the departure field. All checklists and normal procedures were complied with during the visual approach return. Dispatch and the Chief Pilot on call were notified. We refueled; closed the window properly; and resumed the pairing. Two legs later; I was contacted by Maintenance Control after I had already performed a scheduled plane change.  I was told we should have written up the window and had it inspected. The FOM; under mandatory reporting; doesn't require Maintenance notification for this event since nothing had malfunctioned. I gave permission to use my employee number so they could do a write-up. I contacted my Chief Pilot and he agreed with me no write-up was required. Ensure that [new] first officer's close the window properly after it is opened.




Synopsis: B737 Captain reports the First Officer's sliding window coming open during takeoff; assumes control; and continues the takeoff. The First Officer is unable to close the window in flight and a return to the departure airport is required to close it.