elihoole/asrs-aviation-reports huggingface dataset:
Date: 201512
Local time of day: 1201-1800
Location: SEA.Airport, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Airspace: Class B SEA
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Approached the 5;000 base section of the Seattle class B; Student was supposed to begin the descent to avoid the airspace and continue direct to BFI. I looked at the moving map 530WAAS with current navigation chip; and crosschecked the altitude and realized the student failed to start down.  I immediately took control of the aircraft and made an immediate left 180 to return to the 6;000 foot floor airspace.  Upon examining the track on our portable Garmin 496 it appears we made a 0.3nm incursion into the airspace.I typically use the Garmin 496 for weather and basic terrain orientation since the database is out of date. The problem with the out of date database; it shows incorrect sector altitude with base of class B at 6;000.  This may have contributed to the confusion. Remainder of flight continued normally to BFI.  No traffic conflict was observed or reported. Contributing factor is configuration of the Class B airspace.




Synopsis: A BE36 instructor with student reported an inadvertent entry into SEA Class B; possibly due to the student using a Garmin 496 with an out of date database. A 530WAAS correctly showed the Class B floor had lowered since the 496 was last updated. An immediate 180 degree turn was initiated.
Date: 201204
Local time of day: 1201-1800
Location: FGSL.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Dispatch filed us: DCT TJJ UA604.... Ground Control at FGSL issued us the clearance: cleared as filed; flight plan route; Climb FL400; after departure right turn on course. After departure and right turn direct to TJJ we were handed off to Doula Control and they said we were in prohibited airspace. We followed the ATC clearance that was issued to us by FGSL. Not much else to say.




Synopsis: A wide body aircraft departing FGSL turned right after takeoff and proceeded direct to TJJ as cleared prior to departure. Upon contact with DOULA control they were advised they were in 'prohibited' area.
Date: 201812
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: IMC
Weather elements / visibility: Snow
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The iPad holders seem to have a few flaws with the new larger iPads. I have previously noticed that the added weight causes some of the mounts to detach resulting in the iPad along with the mount falling at inopportune times. The larger unit also restricts the amount of tilt adjustment for the mount. This has caused some trouble while trying to put in crosswind correction and trying to reach for the tiller. With some adjustment of the mount placement I have been able to get around this but the placement is less than ideal. Today; the biggest issue I encountered was the mount clamp making contact with the power button. While making inputs; trying to switch tabs; or zoom in; the iPad would continually shut off or bring up the Power Off screen. Both of these scenarios remove the chart information from the display. While this is normally not too much of a problem and just a nuisance to have to push the home button and enter the password again to return to the screen that was already selected; it was an issue tonight. ORD was reporting 1 mile visibility with light snow and the taxiways were obscured by a layer of snow. While the taxi instructions were routine; I like to cross reference with my chart that is required to be up while taxiing (especially in reduced visibility). The iPad continually turning off turned out to be a distraction and caused us to have to stop on a couple occasions to make sure that the proper chart was displayed while taxiing. We ran into a similar situation while taxiing to the gate at night. I had to turn the iPad back on on three occasions while taxiing to the gate.[We need a] new mount and case that does not require alternative measures to be used in order to keep required charts visible.




Synopsis: CRJ-200 Captain reported the iPad holders have design flaws working with the larger iPads.
Date: 201503
Local time of day: 1801-2400
Location: P50.TRACON, AZ
Light: Dusk
Reporter organization: Government
Reporter function: Traffic Management
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Situational Awareness; Workload; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Today; is a race at [a nearby track].  The attached faxes were left for us allowing aircraft special privileges regarding the race.  However; they tell us absolutely nothing.  No altitudes; no routes of flight; no duration; some type aircraft; no times.  Giving this to us is allowing these aircraft to have cart blanche on what they want to do.  Many time such aircraft ask for what has not been previously coordinated.In the past; these faxes were posted on our ADATS 'along with the original request' so we knew exactly what each aircraft wanted to do; where it wanted to do it and at what time and for how long. We need the original requests along with the approvals.




Synopsis: A Phoenix TRACON (P50) Controller reports the information that they have for reference aircraft flying in and out of the airspace for a car race is useless because it tells them nothing. No altitudes; no route of flight; times; etc.; were given.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Lubrication Oil
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Around 100 KTS on the takeoff roll I noticed the number one engine oil quantity at 40% and falling rapidly. As it approached 30% I rejected the takeoff. The runway was dry and clear and we successfully rejected with plenty of runway left as we taxied off the runway.  We returned to the gate for Maintenance.  I rejected the takeoff for this event because I was not sure of being able to safely get airborne if the engine oil was rapidly depleted to zero.




Synopsis: Air Carrier Captain notices number one engine oil quantity dropping during takeoff and rejects above 100 KTS.
Date: 201310
Local time of day: 1201-1800
Location: PSP.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Cirrus Aircraft Undifferentiated
Aircraft component: Transponder
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were descending westbound on a visual approach and at about 10;000 FT Approach informed us of traffic at our 12 o'clock; 4 miles; 4;400 FT; and traveling east. I exclaimed to the First Officer that it couldn't be correct because at that position; the traffic would be just skimming the hills or underground because the terrain rises to the east to about 6;000 FT in that area. We started our scan and the First Officer was first to spot the traffic at our 12 o'clock and about .5 miles opposite direction at about 9;500 FT as we were passing about 9;500 FT. I pushed slightly forward on the yoke to pass below the traffic as we were already in the descent. The Cirrus passed off our left wing at approximately 100-200 FT to the left and 50-100 FT above our flight path. Total time of the encounter was about 7 seconds. The traffic then popped up on our TCAS as 4;400 FT and at no time did we receive a TA or RA. I believe that the conflicting traffic had a malfunctioning transponder that indicated 5;000 FT lower than actual altitude.




Synopsis: CRJ-200 Captain reported a NMAC with a light aircraft during a visual approach to PSP. Reporter believes the light aircraft transponder was malfunctioning; and no RA was received.
Date: 201201
Local time of day: 1201-1800
Location: GFK.Airport, ND
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D GFK
ATC / advisory: Tower GFK
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Confusion; Communication Breakdown; Situational Awareness
Second reporter function: Instructor; Pilot Flying
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While aircraft 1 was departing upwind Runway 27R; aircraft 2 provided an incorrect position report northwest of the airport. Tower quickly corrected the aircraft; indicating their position was directly west of the airport; and provided them with a traffic report of aircraft 1 which was upwind of 27R. Aircraft 2 reported aircraft 1 was in sight directly below them. Tower instructed aircraft 2 to turn left and fly northeast bound. Aircraft 2 was currently south of aircraft 1; eastbound. Tower then provided a traffic report for aircraft 1; reporting aircraft 2 '11 o'clock and a mile; Skyhawk; turning northeast bound; 2;100 FT.' Aircraft 1 reported 'looking for traffic.' Tower then instructed aircraft 1 to maintain current altitude; asking 'you're 1;600 correct?' Aircraft 1 reported 'currently 2;100.' Tower instructed aircraft 1 to descend to 1;600; simultaneously aircraft 1 reported aircraft 2 in sight; same altitude; and that aircraft 2 was turning into their flight path. Tower then stated to aircraft 1; that aircraft 2 would be flying over the top of them; to descend if need to; and that aircraft 2 would be maintaining their altitude. The instructor in aircraft 1 did not hear the instruction to descend from the Tower Controller; however did see aircraft 2 at the same altitude and on a collision course and made an immediate 'see and avoid' decision to climb over the aircraft rather than descend below it.


Second narrative: While following ATC instructions I had to evade another aircraft that was also being given faulty instructions for ATC. In this situation; I believe the Controller got behind and was struggling to handle the aircraft under control. One thing the Controller could improve on are ways to stay ahead and maintain situational awareness of where they are sending aircraft to avoid this situation in the future.


Synopsis: Several reporters described a conflict event involving training aircraft at GFK while entering and departing the traffic pattern.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Center ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Shortly after takeoff from ZZZ we encountered numerous circling turkey vultures. There were so many that we had nowhere to go but straight ahead. The First Officer managed to miss all but one which hit us on the right wing slat somewhere close to the middle. Immediately after the hit; we got the SLAT FAIL message. I told Center that we needed delay vectors to work out the problem and do some checklists; which they provided. I started the QRH and tried to contact Dispatch through ACARS and company radio. The radio did not work so communication was done strictly through ACARS. About 10 minutes after the SLAT FAIL message; we got the RUDDER NML MODE FAIL; and the ELEV NML MODE FAIL; messages on EICAS. In addition to the SLAT FAIL we also lost some higher level functions. I declared an emergency and we decided to divert to a nearby airport based on our damage assessment of the right wing; our fuel load; and the weather. After I requested the diversion and finished the checklists I notified the passengers that it would be a normal landing and told the flight attendants to prepare the cabin. About 15 miles from the airport; I took the controls and landed the airplane. We parked the plane at the concourse and had Maintenance assess the damage; there was a dent on the slat and also a broken skew sensor. Today we ferried the aircraft to an on line station with no further incident.


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


Synopsis: A commuter departure encountered a flock of circling birds; one of which was struck by the right wing damaging the slat system. The flight crew declared an emergency and diverted to a nearby airport.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cessna 170
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Confusion
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During a local flight in my airplane; another aircraft seemed to intentionally fly toward me as if to join up. As I had no communication or coordination with the other aircraft; its intentions were unknown to me; so to avoid a possible midair collision; I chose to take evasive action; and turned away from the other aircraft. I also descended while in the turn only to see the ADS-B in display of other aircraft follow me in the turn and the descent. I could not tell exactly how far away from me the other aircraft was; and I could not visually see it; but my traffic display showed the other aircraft with no vertical separation and little or no lateral separation. The initial right turn and descent was started from approximately 1500 ft. MSL; and a 340 degree heading; all the way down to about 700-800 ft. MSL; and a heading of 160 degrees. At that time the other aircraft was still closing; following my evasive action. I then made a left; 360 degree turn at 800 ft. MSL; and the other plane continued southeast bound and climbed to a higher altitude. I then returned to ZZZ. During the maneuver; I broadcast on 122.75 to try and raise the other aircraft; but I did not receive a reply. My aircraft is equipped with ADS-B in; so the registration number of the other aircraft is tagged with its position and altitude on my display screen. During my evasive action it was not possible to know if the other aircraft was not about to collide with mine. The information on my traffic display showed the other aircraft to actually be on top of me with a vertical separation of +/-0 feet. Needless to say this situation could cause a pilot to take such severe action as to jeopardize safety of flight and cause an accident. It seemed clear the other aircraft intentionally closed on mine and followed me through evasive maneuvers while continuing to close. The other aircraft also changed altitudes to follow me according to my traffic display.The flight and the event occurred about 9 miles North Northwest of ZZZ.




Synopsis: Pilot flying C-170B aircraft encountered near mid-air collision with another airplane.
Date: 201308
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Contributing factors: Human Factors; Procedure; Manuals
Primary problem: Human Factors

Narrative: While I was in the process of closing the passenger entry door from the outside the Flight Attendant closed the door from inside the aircraft. I wasn't aware that he was going to close the door and didn't expect it to happen. But; fortunately; when the door quickly closed shut I was able to keep my hands from being smashed by the force of the door quickly moving in my direction. My hands could have been crushed between the door handle and the door. After this incident occurred; I immediately notified management.




Synopsis: A passenger agent was able to quickly remove his/her hands from danger when the Flight Attendant closed the passenger door from the inside as the reporter was reaching to do so from outside the aircraft.
Date: 201603
Local time of day: 1201-1800
Location: MFE.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Helicopter
Operator: Government
Operating under: Part 91
Flight plan: VFR
Mission: Tactical
Flight phase: Cruise
Airspace: Class E HRL
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Government
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Rotorcraft; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While conducting a routine aerial mission in the vicinity of the McAllen International Airport a near miss occurred with a suspected privately owned drone aircraft. While performing low level helicopter operations; the non-flying crewmember saw an object at the same the altitude as our aircraft. The pilot banked the aircraft to the left to avoid the object. As the object passed off to the right of the aircraft; within approximately 100ft of the aircraft; it was observed that it was quadcopter drone type aircraft. Drone is suspected of being flown by an on duty [government] agent; who was not authorized to conduct aerial surveillance operations. No further actions were necessary and the aircrew continued mission without incident.




Synopsis: Helicopter crew experienced a near miss with a drone which required evasive action.
Date: 201307
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Confusion; Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
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: Enroute to BWI during cruise we received instructions to hold at MRB. Workload in the cockpit was high at this moment as the First Officer and I were discussing the non-standard approach being used at BWI (VOR Runway 10) and whether we were authorized to actually utilize this approach along with other arrival considerations (aircraft had gone missed approach due to weather at the station). Holding instructions were received very late; just enough time to program the FMC before commencing the hold. We entered the hold west of MRB on the WESTMINSTER 6 Arrival. ATC intended us to hold east of MRB on the WESTMINSTER 6. ATC saw our initial turn and pointed this out. We continued the turn back to MRB; reprogrammed the FMC; and entered the hold east of MRB without further incident.




Synopsis: B737 Captain reports receiving a holding clearance to hold east of MRB; but a hold west is inadvertently entered into the FMC. ATC detects the error and the pattern is corrected.