elihoole/asrs-aviation-reports huggingface dataset:
Date: 201505
Local time of day: 1201-1800
Location: NKT.TRACON, NC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Special Use R5314
ATC / advisory: TRACON NKT
Second aircraft: Fighter
Reporter organization: Government
Reporter function: Approach; Departure; Enroute; Trainee
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: Aircraft X was receiving VFR flight following from to GGE at 4;000 feet. Due to active R5314/Phelps MOA airspace; Aircraft X was placed on a heading of 283 to remain clear on R5314. Two fighters checked-in 5 miles west of R5314J VFR at 3;500 and were cleared to enter. Aircraft Y proceeds inbound from the southwest corner of R-5314J. Concurrently Aircraft X cancelled flight following and requested to proceed VFR; after the controller advised 'radar services terminated; frequency changed approved'; Aircraft X turned southwest bound into the northwest corner of R5341J descending to 3;500 feet. The Aircraft Y flight and Aircraft X were nose to nose at about 2 miles closing to about 1 mile. A blind broadcast was made to Aircraft X to remain clear of R5314J and to turn heading 250. The pilot of Aircraft X then proceeded to inform Cherry Point ATC that [they were] clear of the airspace. NKT ATC informed [them] that [they] was in R5314J and the pilot responded that her [GPS display] showed the airspace from 6;000 feet to FL180. NKT ATC then informed her that R5314J was from 1;000 feet to 6;000 feet as depicted on the Charlotte sectional. It appears that the [GPS display] was only depicting the Phelps A MOA which is from 6;000 feet to FL180 but not R5314J. The pilot of Aircraft X was convinced the only airspace there was Phelps A MOA.




Synopsis: A reporter states that a VFR aircraft; after being terminated for flight following; enters a restricted area. A call in the blind is answered by the VFR pilot and is told that they entered the restricted area. The pilot disagrees and says the altitude that is not is higher than they are. The Controller disagrees and advises the pilot. The pilot finds out that the depiction on his GPS system is incorrect.
Date: 201511
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine failure. While cruising at FL360 right engine experienced uncommanded shutdown. No abnormal indications noticed prior to event. Aircraft remained under control at all times. No vibrations or other unusual characteristics or indications. Engine rotation and EGT within limits so restart attempted. Unsuccessful restart attempt. After consultation with dispatch; nearest suitable landing airport was also destination [airport]. Remainder of flight uneventful.


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


Synopsis: B757-200 experienced right engine uncommanded shutdown at FL360; no abnormal indications prior to event; restart attempt unsuccessful. Destination was also nearest suitable landing airport; uneventful landing.
Date: 201901
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: Pax Seat
Component problem: Design
Reporter function: Passenger
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Equipment / Tooling

Narrative: I recently flew to ZZZ on a Company X flight. On the flight; I noticed something that I felt was unsafe about the new seats on [this company's] flights. The seat is designed to hold a device but the device holder is not safe in emergency situations.When there is no device in the holder; the holder slides down but the top of the holder protrudes from the back of the seat. The holder is very sturdy and metal and will likely cause serious injury if anyone hits their head on it during an emergency landing or crash.The holder design can be improved so the top folds down flat so that when the holder is empty. The device gripper at the top is no longer protruding from the back of the head rest. It just needs a simple hinge. Also; the device does not need to be metal if it is only holding a phone or tablet. It could be made of a material that could break more easily so if someone does strike their head on the top; it will break instead of making a really serious dent in someone's head.




Synopsis: Passenger reported the device holder in the passenger seat may cause serious injury during irregular situations.
Date: 201510
Local time of day: 1801-2400
Location: MDW.Airport, IL
Flight conditions: VMC
Light: Dusk
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground MDW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Time Pressure; Distraction; Confusion; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Company Policy; Airport
Primary problem: Airport

Narrative: We were late pushing off the gate at Midway and could not push deep enough to let holding traffic get onto our gate. Aircraft holding for gates had several aircraft stacked behind them. Airport was very busy with lots of radio chatter of aircraft trying to push and taxi. The First Officer (FO) had made several calls to Ground for taxi clearance; but; so was everyone else. I knew we were blocking a lot of traffic and I was trying to monitor Ground and Ops at the same time. After several attempts by FO; I thought I heard our call sign cleared to taxi. So believing I was cleared; and because I felt rushed; I didn't confirm with FO we had been cleared to taxi; I started to turn out on to the Taxiway. At that point; Ground informed me we had been not cleared to taxi.Never rush! I should have focused all my attention monitoring Ground in that busy environment. If I wasn't positive I should have reconfirmed clearance my FO and reconfirmed with Ground Control that we had taxi clearance. My FO should have stopped me from taxiing if he wasn't positive we had clearance.




Synopsis: A Pilot reported MDW radio and aircraft traffic gridlocked. He became confused and thought taxi clearance was issued but after moving was stopped by Ground.
Date: 201201
Local time of day: 0601-1200
Location: RIC.TRACON, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Super King Air 200
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were operating VFR; canceled IFR after we were cleared for the visual approach with no other traffic reported from ATC. After cancellation; no gear travel occurred after it was selected. Conditions were VMC. After the problem was identified; the crew stayed VFR in Class E airspace to trouble shoot the problem. The gear was manually operated to achieve 3 green with down and locked indications. After the gear was extended the crew announced that they would be declaring an emergency and diverting to a Class C airport. Emergency personnel was standing by but not needed as the landing was uneventful. The aircraft was tugged off the runway and towed to the maintenance facility. After the aircraft was in the maintenance facility it was inspected by the FSDO Inspector. The Inspector said that this would be an occurrence and not an incident. The Tower called and got their information and I told them what the Inspector had said and they said no other information would be needed.




Synopsis: A BE200 pilot lower the landing gear manually after it failed to extend normally; declared an emergency and diverted to a nearby airport for a normal landing.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: EMB-505 / Phenom 300
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Failed
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Yaw damp failed. Dutch roll followed. Descent initiated. Aircraft was stable by 27000ft.Phenom has a severe defect in the Yaw damp system. Numerous electrical malfunctions and loss of GPS will cause the system to fail.


Second narrative: At FL410 autopilot disconnected and AP FAIL; YD FAIL and Ventral Rudder Fail CAS messages appeared on PFDs. Aircraft began dutch roll oscillations. Reduced power to begin descent. Advised ATC need to descend to FL250. Cleared to descend. Spoiler opened to assist in descent and received SPDBRK SW DISAG CAS message so spoiler was switched back to close position and CAS message cleared. Requested diversion to ZZZ. ATC gave left turn ...for the ... arrival to ZZZ. Dutch rolls stopped passing through FL270....


Synopsis: Flight crew of an Embraer Phenom 300 reported a yaw damper failure followed by dutch rolls. Crew descended to a lower altitude and diverted to a nearby airport.
Date: 201811
Local time of day: 1801-2400
Location: SAV.TRACON, GA
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class C SAV
ATC / advisory: TRACON SAV
Reporter organization: Government
Reporter function: Approach; Trainee
Reporter qualification: Air Traffic Control Developmental
Human factors: Confusion; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I assumed the position from the current controller who was also the Supervisor and was at a point where they seemed to be losing the picture. They called me over to take it. While receiving the briefing a lot was not accomplished and the controller was very behind with multiple aircraft of varying types and speeds needing vectors to the airport. During the briefing the controller who was also the Supervisor informed me to take over and he would remain plugged in. While working everything out for the aircraft inbound Aircraft X was en route north of the field at 2;000 feet. He had requested updates on weather which he was given and he was given deviations north and direct on course when able. As traffic volume increased he maneuvered towards a 2;500 foot Minimum vectoring Altitude. He came within 3 miles of the 2;500 foot Minimum Vectoring Altitude (MVA) while the aircraft was level at 2;000 feet. As soon as it was realized where he was in proximity to the MVA I issued a climb to 3;000 feet.The Supervisor should have asked for help sooner prior to getting into a situation where normally low level IFR aircraft are diverted and put on a vector well before they approach the MVA. The overall transfer of the position should have been conducted in a more appropriate manner and the Supervisor should not have just had the controller take over. Any time there is an IFR aircraft in the airspace below an MVA there should be better care or attention given to that aircraft.




Synopsis: SAV Controller reported that while relieving another Controller observing an aircraft below the Minimum Vectoring Altitude.
Date: 201301
Local time of day: 1801-2400
Location: ATL.Airport, GA
Flight conditions: VMC
Aircraft: MD-88
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ATL
ATC / advisory: Tower ATL
Aircraft component: AHRS/ND
Component problem: Failed
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: An MD-80 departure was one mile off the departure end and I thought he reported 'We need a heading'. He might have said 'We have no heading'. I issued a 070 heading and checked to ensure spacing was adequate with the preceding departure. I was coordinating with the next sector when I saw the flight had not turned and questioned his heading. He clarified he had a moving map failure and had no heading display and was using the attitude indicator for guidance. During this time the flight tracked nearly perfectly on course to the desired track to RONII. I coordinated again with the next sector advising the flight was unable to fly a heading and had had a map failure and then switched the flight over. The succeeding aircraft were able to maintain visual separation.During this time I do not recall seeing traffic off Runway 9L being a factor; however I can't say for sure without seeing a replay of the event.The RNAV procedures need a fail safe. When aircraft have equipment issues off the departure end; we are always scrambling to fix a situation that is already unsafe and this will eventually happen in IMC conditions. Perhaps a heading-altitude change pre-coordinated.Possible pilot training on how to report map/heading failures during this critical time of flight might also be helpful.




Synopsis: An Air Traffic Controller provided assistance to the flight crew of an MD-88 who lost all heading displays shortly after takeoff while navigating via an RNAV SID from ATL. The reporter suggested development of specific procedures to be followed in the event of lost lateral nav cabability in the vicinity of high density airports; especially when using closely spaced parllel runways.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Weather elements / visibility: Icing
Light: Daylight
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic System - Indicating and Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Inflight Event / Encounter Weather / Turbulence
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Weather; MEL
Primary problem: Aircraft

Narrative: Pack 2 was selected off IAW MEL 21-24. On takeoff third segment Bleed 2 overpressure EICAS caution message. Performed QRH. EICAS message did not disappear after Bleed reset as directed by QRH. Being directed by QRH to set number 2 engine idle. Lost wing anti-icing capability by cross bleed pushed out as directed by QRH. 4 -5000 ft of icing on departure; light ice quickly dissipating from airframe once clear of clouds. Therefore preferred to continue flying past the icing/front. At time of completion of checklists and at time of emergency 30 min remaining flight time; decision to continue to ZZZ since aircraft secured; stable; and above icing conditions. Requested most direct route and most time at 16000 ft to minimize time in descent where icing conditions were anticipated. Ran single engine landing checklist as directed by QRH. 27R landing ZZZ. Number 2 engine checked by Emergency vehicles after landing. Cleared to gate.




Synopsis: EMB-190 Captain reported that due to a Pack deferred and Bleed Overpressure they lost de-icing capability.
Date: 201906
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Procedure; Environment - Non Weather Related; Airspace Structure
Primary problem: Environment - Non Weather Related

Narrative: Halfway through flight at night; our first indication of a problem was aircraft went into 'uncommanded' 30-degree bank turn. Shortly thereafter; the ECAM message for 'NAV GPS1 FAULT' appeared. Then 'GPS PRIMARY LOST' in scratchpad. Later we got the ECAM 'NAV ADS-B REPORTING 1/2 FAULT.' There was a fair amount of confusion in the cockpit as the Captain ND showed right of course and correcting back to course while the First Officer ND showed left of course and diverging away from course. About the same time; ATC called and ask where we were navigating to. I reported 'position doubtful' and informed ATC we were having navigation difficulties. ATC gave us a vector. At the same time; multiple aircraft on the frequency reported having similar issues. ATC noted that military was doing a large drill to our south and that may be affecting GPS capability. I contacted Dispatch via phone patch. Dispatch did some investigation and found there was a large military operation in progress and NOTAM for possible GPS interference in our area. To say that my raw data navigation skills were lacking is an understatement! I've never done it on the Airbus and can't remember having done it in 25 years or more. All told; we were without GPS navigation for over 45 minutes. Why the aircraft did not go to radio updating for position in a reliable manner is unknown. We eventually landed uneventfully with all GPS capability restored. Aircraft maintenance write-ups completed.




Synopsis: Airbus Captain reported experiencing an uncommanded heading change and navigation display disruption due to GPS signal interference.