elihoole/asrs-aviation-reports huggingface dataset:
Date: 201205
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Relief Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Anomaly: Other Fatigue
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was one of two relief pilots on the first rest breaks of a mainland/Japan/mainland sequence. On both flights I attempted to get some sleep in the lower bunk of the pilot crew rest area and on both flights I was awakened several times by noise from the security barrier being attached/detached from the rest area sidewall as well as noise from the cockpit door opening/closing and noise from the forward lavatory toilet flushing. The poor design of the security barrier was a major contributing factor. The proximity of the pilot crew rest facility to the cockpit door and forward lavatory were contributing factors to my interrupted rest. When I returned to the cockpit for the second half of each flight I was fatigued and was fatigued for the remainder of the flight.

Callback: The reporter identified the aircraft involved as the B777-200. The flight crew rest facility is located in the front left of the main cabin and not; as in other airline fleets; above and to the rear of the flight deck. As a result all opening and closing of the cockpit doors; security gate; any use of the flight attendant jumpseat impact directly on the walls of the rest enclosure. The right forward lavatory is little more than a couple of feet removed from the area and the use of the flush system is clearly audible to resting pilots. The reporter believes it is almost literally impossible to achieve uninterrupted rest given these impediments and the lack of effective sound proofing.



Synopsis: An International Relief Pilot addressed his inability to get required sleep in the crew rest facility of his fleet due to noises associated with cockpit door; a nearby lavatory and the release and reattachment of the cockpit security door.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Post flight unload
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cargo did not have a dangerous goods label.




Synopsis: Airline ground personnel reported Hazmat cargo did not have required Dangerous Goods label.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Other Missed Approach
Airspace: Class C ZZZ; Class D ZZZ1
ATC / advisory: TRACON ZZZ
Aircraft component: ILS/VOR
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Other Commercial
Human factors: Confusion; Human-Machine Interface; Situational Awareness; Workload
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter VFR In IMC
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Instrument approach practice. Actual IMC. Approach at ZZZ went well. ATC instructed me to do published missed. At MAP; reread procedure and followed while in VMC. Entered IMC at 3;300 feet MSL (1;300 feet AGL). While setting NAV; attention to course was diverted. Work load increased to above my comfort level. Way far off course. ATC called and instructed immediate turn to prevent hitting obstacle. ATC the vectored me back to ZZZ1; my home base.Primary cause - Failed to setup VOR for published missed before needing it and in relatively non stressful flight. Lesson learned - Have ALL equipment set and verified before needing it; including standby frequencies and heading bugs.




Synopsis: Pilot reported flying towards an obstacle while in IMC for training and was vectored by ATC back to their home airport.
Date: 201304
Local time of day: 0001-0600
Location: COS.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class C COS
ATC / advisory: TRACON COS
Second aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: I was a passenger on [this flight]. We departed Runway 13 and turned to a heading of 080 at Tower's direction and continued our climb to 8;500 feet MSL. Tower cleared us to Departure frequency. After switching to that frequency; we delayed contacting departure until we were at about 8;200 feet MSL; due to communications traffic. Departure gave us a traffic notification: (Traffic; a Bonanza at one o'clock (don't remember distance and altitude.) Both the pilot and I looked but did not see traffic. Departure gave a second notification: (Traffic; a Bonanza at one o'clock and (I believe) one mile; descending through 8;400 feet.) I looked; did not see traffic; and then noted that our altitude was climbing through 8;400 feet. I leaned forward and saw the Bonanza; previously hidden by the window post.  We pitched up and allowed the Bonanza to pass in front of us at an estimated distance of 50 yards. I believe the pilot of the airplane I was in could not see the traffic due to the cowling obscuring his view of 'one o'clock' while in climb attitude. As the Bonanza was passing in front of us; Departure gave us a traffic alert and advised us to turn right.




Synopsis: C172 pilot flying as a passenger experiences a NMAC with a BE35 at 8;400 feet departing COS. ATC had called the traffic but did not issue instructions until after evasive action had been taken. With the C172 climbing and the BE35 descending; neither saw the other until the last possible moment.
Date: 201906
Local time of day: 0001-0600
Location: SDF.Airport, KY
Flight conditions: VMC
Weather elements / visibility: 5
Light: Night
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class C SDF
ATC / advisory: Tower SDF
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Confusion; Human-Machine Interface; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Visual approach to RWY 35L. Descended to 2;500 feet MSL approaching CRDNL (FAF) and armed the GS and LOC. Level at 2;500 feet; and approaching the GS from beneath; I noted the GS CAP when my instruments still showed us a dot and a half below GS. The plane began a descent; and I announced to the Captain that I thought we had a false GS capture. He stated that his instruments showed us right on GS. I looked back to mine; and saw that we were now below 2;400 feet (the GS intercept altitude at CRDNL); but still some distance from CRDNL. I disengaged the AP and began a level off as the altitude alert sounded. We leveled at about 2;000 feet MSL; still well short of CRDNL. We turned the FDs off; then back on; but the approach mode was still engaged; and the GS capture was still shown; so we repeated turning off the FDs; and cycling them back on. This time it cleared the approach mode. We selected ALT HOLD at some point in here; and then when we saw we were on the actual GS (confirmed with the PAPIs) we reengaged approach mode and continued the approach. We were stable at 1;000 feet (the second 1;000 feet; not the false 1;000 feet call that you get flying over the dump); and continued the approach to landing. We were visual with the field and the terrain during the entirety of this approach. In retrospect; I would have disengaged the AP sooner; rather than trying to sort out the difference between my indications and the Captain's as we descended 500 feet on a false GS capture.




Synopsis: Boeing First Officer reported a possible false glide slope capture and incorrect descent using aircraft automation.
Date: 201205
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction; Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were cruising at FL350 when Center cleared us to cross 30 north of CORKR at FL330. I was the pilot not flying and read the clearance back to Center correctly. My First Officer entered 'CORKR/-30' into the FMS and put it into LSK2 and I confirmed it. I don't remember verifying the change with the altitude pre-select knob; or the altitude entered in the FMS for the new clearance. While we were descending through FL330; Center advised us to climb and maintain FL330. Then before we could respond; they advised us to climb and maintain FL330 and turn left 30 degrees. We saw traffic at FL320 off to our right; and it was then that I noticed our mistake; and that our altitude pre-select was set to FL300. The First Officer disengaged the auto-pilot; and initiated the climbing left turn. Center then asked us to verify that we were assigned FL330; and I confirmed the clearance.Several things contributed to this event. The similar-sounding clearance was confusing...'30 miles and FL330.' Another factor was complacency on my part. I neglected to confirm the assigned altitude on the altitude pre-select. And finally; we had a jumpseater that created a distraction because I was involved in a conversation with him at the time.Selecting the newly-assigned altitude with the ALT knob on the pre-select first; and then setting up the FMS would help eliminate some confusion. Making sure I confirm the assigned altitude is entered into the FMS along with the assigned fix and not allowing a jumpseater to distract me during the flight would also be of help.


Second narrative: [No substantive additional information was included in the secondary narrative.]


Synopsis: A CRJ-700 flight crew failed to properly program the altitude alert and the FMS to properly schedule a crossing restriction from ATC. They descended below the crossing and conflicted with aircraft below. ATC caught the error and a correction was made in a timely fashion.
Date: 201512
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Aircraft: Citation III; VI; VII (C650)
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was cleared to fly the JAIKE3 arrival to MMU. According to the STAR; we were to cross FUBRR at 13;000; so we began to descend from FL240. The controller told me to level for now at FL200 saying that the STAR is intended to be used as to 'what to expect.' Somehow; there was a miscommunication and misunderstanding about when and where to descend on the STAR.




Synopsis: CE-560 Captain reported an altitude deviation resulted from misunderstanding an ATC clearance on arrival into MMU.
Date: 201812
Local time of day: 1201-1800
Location: MCI.Airport, MO
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: At 1000 feet on approach into MCI; we were just coming out of a thin layer of clouds when we struck what appeared to be multiple birds. We heard a loud bang on the nose of the aircraft. The engines appeared to be unaffected; however; we did note a strong smell which indicated a bird(s) had been ingested by an engine. After landing; I contacted Dispatch and Maintenance. The aircraft was taken out of service.




Synopsis: B737-700 Captain reported a bird strike on approach to MCI resulted in the aircraft being taken out of service.
Date: 201401
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Observer; Person Air Traffic Control
When detected: In-flight; Taxi
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Crew informed by Tower after landing roll-out that there was a visible stream of fluid emanating from the Number 1 (left) Engine on short final and landing; confirmed by another airplane on the same frequency. Crew cleared runway; and Tower informed that there was still a stream of fluid coming from Number 1 Engine. Crew stopped airplane and shutdown Number 1 Engine; and had a visual inspection done by ARFF; who confirmed that there was what appeared to be fuel streaming from the Number 1 Engine pylon area. Crew shut down all engines on taxiway to wait for a tow-in to company ramp. After engine shutdown; crew noted that approximately 3;000 LBS of fuel was unaccounted for.


Second narrative: [We were] informed by Tower and [another] flight holding short for takeoff that fluid was emanating from the Number One Engine; [we] suspected fuel. [We] landed; taxied clear; shutdown number one motor on taxiway. [We ]were] met very expeditiously by fire crews. Great coordination by Tower and Ground. Nice job with Maintenance and Ramp Tower also. Maintenance confirmed it was a fuel leak in number one motor.


Synopsis: MD11 flight crew is informed by the Tower during landing roll that fluid was observed streaming from the left engine during approach and continues. The left engine is shut down with no change in the fluid flow. All engines are shut down and the aircraft is towed to the gate.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Military
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Military
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While conducting a ferry flight from ZZZ to ZZZ1 in Aircraft X; I requested priority for an electrical system failure.  The back-up system worked correctly and the weather was VMC.  No deviations from my flight plan were required.  All altitude and heading changes were coordinated with ZZZ1 approach.  ZZZ1 Approach expeditiously handed me off to ZZZ1 Tower after I had the field in sight.  I executed a visual straight-in to Runway XXR and stopped on the runway where I was met by the ZZZ1 emergency response team.  The Emergency Power Unit (EPU) activated hydrazine usage once the power was pulled back to idle during the landing phase. Hydrazine response was accomplished IAW ZZZ1 procedures.  No damage to the aircraft or government property occurred during this incident.




Synopsis: Pilot reported loss of electrical power while on approach to landing. Pilot continued to land while asking for priority handling.
Date: 201308
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff and cleanup the number one engine Oil Filter Bypass light started flashing then remained on steady. Per the Oil Filter Bypass checklist; because the light remained illuminated after the number one thrust lever was closed; we were directed to the Engine Shutdown checklist. The malfunctioning engine was shut down per this checklist. All associated emergency and normal checklists were accomplished. An inflight emergency was declared and ARFF was requested and dispatched. We had an uneventful landing; (below max landing weight) back at [departure airport]. The voice recorder circuit breaker was pulled and noted in the log book.


Second narrative: [Narrative 2 had no additional information]


Synopsis: B737-800 flight crew reported Number 1 engine oil filter bypass light illuminated shortly after takeoff. Engine was shut down and flight returned to departure airport.
Date: 201512
Local time of day: 1801-2400
Location: APA.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 50
Light: Night
Aircraft: Small Aircraft
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class D APA
ATC / advisory: Tower APA
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted

Narrative: During a local training flight covering night operations; two lasers just to the south and east of a local private high school were aimed at our aircraft. This occurred during night hours moments after reaching cruise flight from our local airport. The lasers originated from two different locations approximately one tenth of a mile apart. It appeared these lasers were not connected. This event was reported to tower who initiated all necessary protocols. During our night training flight after the first two lasers and additional seven events were recorded from various houses in the area. None appeared to be connected. In total more than 20 laser attempts were witnessed by the instructor and student pilot during the flight. Only mine were viewed through side vision or by striking the aircraft. Of the nine lasers; one was red and eight were green. During the flight it allowed a good opportunity to discuss night illusions and the hazardous effects of lasers. The flight was cut short due to the nature of so many people trying to shine lasers at us. Upon landing an additional report was made to tower stating we found 20 individual laser events through the flight spread over three neighborhoods. Of the 20 recorded events we stated nine of the events made contact with the plane or entered into our field of vision. No one was injured during the flight. Even if we were to have stayed in the air and helped law enforcement; the shear amount of laser activity would have been impossible to stop. The problem with lasers being aimed at aircraft is real and I will try to work on finding a solution.




Synopsis: Pilot reported 20 instances of laser activity during a single flight. Nine of the occurrences illuminated the aircraft. Pilot reported the laser activity to ATC; terminated the flight due to the amount of the laser activity and reported the events to the local ATC tower.