elihoole/asrs-aviation-reports huggingface dataset:
Date: 201709
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: TFR ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Weather
Primary problem: Weather

Narrative: I was given Runway 10 at [departure airport] and then a left turn. My destination was ZZZ. This was not my usual departure runway and it took me further east and north than I usually fly before going northwest to join the northbound 7500 feet VFR corridor. There was a TFR that night for a baseball game. I was flying northwest with enough room to skirt the TFR. I encountered severe turbulence that resulted in multiple deflections of the aircraft of more than 45 degrees of bank and 20 degrees of yaw; with loss of altitude of several hundred feet. For several minutes; I don't know exactly how long; I fought the controls and just tried to maintain a level flight attitude and avoid losing too much altitude; which required full power and Vy. When the turbulence subsided I was flying more to the north-northwest; but I did not immediately realize how close I was to the TFR because I was pretty shaken up by the severity of the turbulence event. When I looked down to the right and looked at the stadium lights; I realized that I was closer than what would have looked to be a correct distance. I checked my ForeFlight iPhone and found that I had flown just inside of the edge of the TFR.I had not brought my full iPad and mount on the flight because it was such a familiar area to me; and I fly between the two airports frequently. If I had been following ForeFlight actively; I would have had a constant visual reminder of my position during the turbulence event. As it was; I lost situational awareness both during the event and for a time afterward that it took to calm down from what was some of the worst turbulence I have been in.




Synopsis: A Cessna 172 pilot reported that due to severe weather conditions he inadvertently flew into a TFR.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Saab 340 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on initial climb out; we were level at 4;000 FT and the aircraft started to depressurize. Looking at the cabin pressure control panel we noticed a cabin rate in excess of -2;000 FT/minute and a differential reaching 5.2 max. A Captain was deadheading on our flight and called the aircraft cockpit through the flight attendant phone to see what was happening and if he could help. He let us know passengers were in a lot of pain. Since we could not get the cabin pressure under control and we had passengers in pain I decided to do an air return. Upon landing we discovered the pressurization Dump Valve Circuit Breaker had popped.




Synopsis: Level at 4;000 FT after takeoff; an SF340 Captain experiences pressurization anomalies causing ear pain in the passengers. The crew elects to return to the departure airport where the Dump Valve Circuit Breaker is found to be tripped.
Date: 201401
Local time of day: 0601-1200
Location: GED.Airport, DE
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: TRACON NHK
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: Enroute direct at 3;000 NHK Approach called traffic at our 12 o'clock 7 miles opposite direction; type unknown at 2;900 FT; then 5 miles 12 o'clock at 2;900 FT; then 3 miles 12 o'clock at 2;900 FT. We had reported negative contact each time and requested vectors to avoid traffic. No vector or further instruction was given by ATC and pilot flying began a climb when traffic was called 12 O'clock opposite direction; 1 mile; 2;900 FT. We observed traffic pass immediately below us and just left about 100 FT below. Calling traffic in sight; NHK handed off to Dover Approach and we reported in. Dover questioned our altitude which was now about 3;400 feet and we reported descending to 3;000 feet. Dover immediately cleared us to 2;000 FT and we descended and landed without incident. With only 100 foot separation under IFR; I feel we had no choice except to climb until traffic was in sight.




Synopsis: An IFR M20 instructor at 3;000 FT in VMC; experiences a NMAC with opposite direction traffic which had been reported by ATC at 2;900 FT. ATC offers no altitude or heading change to avoid and with the traffic at 12 O'clock and one mile and not in sight; a climb is initiated.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Light: Dawn
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Fatigue; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Contributing factors: Company Policy; Staffing; Human Factors
Primary problem: Company Policy

Narrative: The morning of [date] my mechanics had just finished a VSV (Variable Stator Vane) actuator change at the hanger ramp. Roughly at XA:30. It was raining that morning. They had worked though all their breaks and lunch.  Being pressured by management. At that point we leak checked the engine and it still required high power runs. At XA:45 I instructed them to start to clean up and catch up on paperwork. Knowing that the high power runs require us to stay late. It was an hour before I was supposed to go home and I inform my Supervisor that we are going to clean up and finish paperwork at which point I was told 'no you are going to do it.' I again said that I not only don't have enough fuel on the plane to perform such task but the cleaners are on. And also the fact that at that time of the morning it is quite busy at the airport and I don't feel comfortable with taxiing the plane to do the high power runs.  With the added pressure from the manager and being threatened with discipline I comply with another lead to perform the tasks. I ended up leaving 30 min after schedule time. To complete paperwork. This was unneeded stress and pressure. Especially since first shift already assigned mechanics to it. And the following day I was approached by management and told that I would face discipline because of how it all unfolded. And that I needed to complete an engine change by end of shift if I wanted them to drop the disciplinary action from moving forward the next day. This is not the only time this has happened but hopefully the last. [Caused by] the pressure from my manager on myself though the instruction of my Supervisor.




Synopsis: Aircraft Maintenance Lead is pressured by Management to do work in an unsafe environment.
Date: 201601
Local time of day: 0601-1200
Location: FFZ.Tower, AZ
Flight conditions: VMC
Weather elements / visibility: 50
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground FFZ
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After landing at FFZ I was taxiing on taxiway Bravo approaching reporting point spot 2. I saw a helicopter hovering to the right of the taxiway at approximately 50 feet over their ramp. There was an aircraft taxiing in front of me that passed by the hovering helicopter. I stopped at spot 2 and told Ground Control that I could hold for the helicopter. I got no answer so I proceeded to taxi since the helicopter was not over my taxi route. As I passed the hovering helicopter it started its departure passing over me and then turned to the southeast. It passed over me an estimated distance of 50 to 60 feet. It shook my airplane a little as it is a Light Sport qualified airplane meaning it is rather light.I figured the Tower did not see me after clearing them to takeoff (I assume they cleared them to takeoff). The Tower was extremely busy that day and did not see what happened nor did the Ground Control operator.




Synopsis: Light Sport Aircraft pilot reported a helicopter took off over him with about a 50 foot clearance while he was taxiing at FFZ airport.
Date: 201711
Local time of day: 1201-1800
Location: SUS.Airport, MO
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 2.5
Light: Night
Aircraft: Small Transport
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
ATC / advisory: TRACON T75
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Approach Controller gave me a tight 90 degree intercept to final approach course. After realizing he flew us through the course he turned me 135 degrees right toward the airport to reintercept course. While doing so; I failed to set the altitude hold on the autopilot and descended 300-400 feet below the MSA. Upon notification from ATC about low altitude I made the adjustment back to the proper altitude. Contributing factors: night/IFR/improper intercept/failure to hit altitude button.




Synopsis: Socata TBM pilot reported descending below the Minimum Safe Altitude (MSA) following a failed intercept to the final approach course.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Human Factors

Narrative: On IFR cross-country ferry flight from ZZZ to ZZZ1; we were level at FL390 and ZZZ Center switched us to XYY.ZA crossing into State X. We checked on to the frequency; but heard no response. We decided to wait and check-in again in the event there was a Controller switch or other delay. We mistakenly waited too long to make contact with ARTCC via charted frequency or guard frequency; because several minutes later we realized we hadn't been called or heard other aircraft. Quiet ARTCC frequencies have become more prevalent during the COVID-19 travel restrictions and low air traffic volume.  We attempted contact one more time on XYY.ZA and got no response; so then we looked up the ZZZ Center frequency for our location on the IFR chart and immediately reestablished contact with ZZZ Center. No unusual comments from the Controller.  Flight was uneventful from that point.We may have been transferred to an incorrect frequency; as both pilots remembered hearing XYY.ZA. I don't think we were monitoring XBX.A; as our VHF radio does not have a specific guard monitoring feature. We were monitoring BCY.Z on our UHF radio. We should have been more timely in establishing contact with previous center sector or charted frequency once our initial call was unanswered.  No traffic conflicts were reported by ATC; and no questions or queries about the event by any ATC facility.




Synopsis: Pilot reported that after checking in on Center frequency; no response was received for some time. The pilot delayed locating an alternative frequency due to the quiet frequencies that have become prevalent during COVID-19 reduction in air traffic volume.
Date: 201907
Local time of day: 0601-1200
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Around noon; my personal carbon monoxide detector alarmed and went to 70 ppm. I noticed the battery level was low and thought it may be malfunctioning. I immediately changed the battery and the alarm continued at 70 ppm. I began to feel a little lightheaded; my mouth became dry and my heart rate increased. I looked at my Apple Watch heart monitor confirmed my increase in heart rate; peaking at 174 bpm. I immediately called the pilots to inform them and to make sure they were feeling OK. The pilots were OK. The Flight Attendant in the front of the aircraft felt fine. The other Flight Attendant who was right next to me said they were tired; and their head felt a little abnormal but it could be because they were on minimum rest but were overall OK. I referenced my Carbon Monoxide chart and made a determination that the levels were not high enough; but is above OSHA standards prohibiting worker exposure to more than 50 parts of CO gas per million parts of air averaged during an 8-hour time period. The guests on board never brought to any crew members attention about feeling ill. The levels began to drop after 15-20 minutes and the alarm stopped but still remained in the 27-34 ppm. Upon initial descent; final; and landing in ZZZ; levels remained around 21 ppm. After the cabin doors were opened the levels continued to decrease. On the return flight; the ppm dissipated and were around 2 ppm upon landing in ZZZ1. Due to an increase in fume events; I have been equipped with my personal carbon monoxide detector for about six months and it never alarmed until now. I believe the problem originated from a malfunction in the cabin air system; due to the outside air passing through the engines before being sent to the cabin. It should be made mandatory that all air carrier aircraft be equipped with carbon monoxide detectors due to known issues with Cabin Air Systems.




Synopsis: A319 Flight Attendant reported personal Carbon Monoxide monitor alarm activated due to excessively high levels of Carbon Monoxide resulting in cabin crew experiencing physiological symptoms.
Date: 201503
Local time of day: 0601-1200
Location: TPA.TRACON, FL
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class B TPA
ATC / advisory: TRACON TPA
Aircraft component: FMS/FMC
Component problem: Malfunctioning; Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Human-Machine Interface
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During descent along FOOXX4 RNAV arrival; we received hand off to Tampa Approach approaching waypoint DADPE and issued a change of runway from 01L to 01R. PF changed the FMS runway to 01R only (left the arrival the same; FOOXX4). Along with the new runway selection; the FMS added the same RNAV arrival which created an additional Discontinuity in the FMS along the arrival. After passing DADPE; the FMS changed the AP to CWS Roll and allowed to aircraft to maintain current heading of 140-deg towards TPA. About 5-7 sec later; PM discovered the discrepancy while the PF was loading the new runway's Landing Performance in ACARS. PM immediately turned heading to rejoin the course into the next waypoint of BAYZZ. During the turn; Tampa Approach asked if we were planning to continue the routing as depicted on the RNAV arrival. We replied yes and never heard anything else from Tampa Approach. We estimated to be off course approximately 2 nm East of DADPE and did not see any traffic conflict both visually or on TCAS. The flight landed on runway 01R uneventfully.


Second narrative: FOOXX FOUR Arrival RWY 01L loaded. Handed off to second Tampa Approach frequency just before DADPE. We are given a new runway 01R. When we executed the RWY change in the FMC we were just approaching DADPE. The course change is 47 degrees after DADPE. When we executed the RWY change a discontinuity popped in the legs page after DADPE. FMA went to CWS control wheel steering and we started the turn in heading select. TPA Approach asked us if we were rejoining the arrival after DADPE. We told them yes and nothing else was said. The whole arrival was reloaded when we changed the RWY. The only fix remaining on the legs page was DADPE before the discontinuity. I have seen this happen before. We should have been more vigilant and waited until we were on a straight part of the arrival before changing the RWY.


Synopsis: B737 flight crew experiences a track deviation on the FOOXX4 arrival to TPA; when a runway change is entered in the FMC approaching DADPE. A route discontinuity appears and the aircraft does not make the turn to BAYZZ until manually selected by the crew.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Initial Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Developmental
Human factors: Training / Qualification
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: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was a ZZZ departure. I had a Trainee who climbed the aircraft through another sector without a point out. I noticed the situation and let it happen so Trainee couldn't say they were just about to point it out or that it wasn't going to hit the adjacent sector. There was no other traffic in the vicinity. The aircraft was issued a further climb to 13;000 FT by the jet departure through this area.




Synopsis: TRACON providing OJT noted an airspace infraction about to occur but elected not to intervene; denying the Trainee any excuse for the error.
Date: 201211
Local time of day: 1201-1800
Location: ZBW.ARTCC, NH
Aircraft: Super King Air 200
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Second aircraft: Cessna Citation Mustang (C510)
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: At the beginning of the event I was the Controller In Charge (CIC). Traffic was very light and Sectors 15 and 16 were combined with the Controller working the RADAR by himself. While monitoring; I noticed the Controller working on something unusual. I asked him if he needed a D-Side and he nodded his head saying Bangor Approach just went ATC Zero. I then received a phone call from; who I assumed was a Supervisor; at Bangor Approach. In the middle of the conversation I saw another Controller coming back to the position and asked him to be the D-Side because Bangor just went ATC Zero. The Supervisor on the phone then notified me that Bangor had lost all RADAR and they had nothing except VFR Tower capabilities. The Tower verified they were being classified as a Class D airspace and that we'd have to call them to report inbound aircraft and give release approval to Tower prior to departure. I then went to the OM desk and notified the OM of the situation; to which he was unaware. I told him that Bangor had lost all RADAR capabilities and that they only had VFR Tower capabilities. I then went back to the sector and continued to monitor Sector 15 and saw three BGR arrivals staggered inbound. I noticed a couple targets flashing and tried to investigate without interrupting operations. I saw a Super King Air 200 and a Citation Mustang flashing; along with another data block that apparently was not involved because it was a departure that hadn't been cleared yet. At first glance it appeared that the Mustang was heading Southbound to follow the King Air but started turning into the lead aircraft too closely. We should have some kind of training on ATC Zero events and what we are required to do both as controllers and CIC's. I wasn't aware of any checklists or requirements; if any; that I was supposed to conduct/perform.




Synopsis: ZBW Controller voiced concern regarding the lack of training received reference ATC Zero events; noting the lack of check lists and/or requirements.