elihoole/asrs-aviation-reports huggingface dataset:
Date: 201606
Local time of day: 1201-1800
Location: MYF.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D MYF
ATC / advisory: Tower MYF
Second aircraft: Baron 55/Cochise
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: 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: Human Factors
Primary problem: Human Factors

Narrative: I was flying a PA-28-161 on the Final Approach Segment to the ILS to Runway 28R. I was under the hood flying with my safety pilot. We were well established on the approach when we heard on the radio a Beech Baron being vectored for the parallel runway 28L to land. My safety pilot was looking for the traffic to the left of us. However; he did not see it. Approximately one minute later he saw the traffic to the right and above us at an altitude of approximately 2000 feet and 75-100 feet to the right of us. He told me to remove my hood; which I did. The Baron then answered the radio; with the Control Tower telling him that his runway assignment is 28L. He then apologized on the radio; and proceeded to fly to the right of us and in front of us; and then landed on runway 28L. Before he landed; I said on the radio; that 'I am glad that there was not an incident here' The other pilot said; 'I had you visual all the time'. Both planes landed without further incident.Montgomery Tower then proceeded to tell the Baron pilot to contact the tower. The tower then told me to call the Tower with the phrase 'Possible Pilot Deviation'. I called the tower and asked them if I was in trouble? I told them I was on an IFR clearance; shooting the ILS approach. At no time did I bust an altitude; nor a vector deviation.




Synopsis: PA-28 pilot reported an NMAC with a Beech Baron on approach to MYF airport.
Date: 201703
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; General Physical Injury / Incapacitation
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Encountered wake turbulence at altitude; one of our flight attendants ended up getting injured. [Advised ATC] and asked for 250 kts speed relief below 10;000 MSL. Coordinated with ATC and ATC approved.


Second narrative: Suggest having more wake turbulence seperation.


Synopsis: CRJ-700 flight crew and an Enroute Controller reported a crew member injury resulted from a wake vortex encounter with an A380 in cruise flight.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class C ZZZ1; Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was flying at my assigned altitude of 6;000 when instructed to descend to 4;000 over ZZZ1 to get ready to shoot the ILS approach into ZZZ during IMC conditions. At this point I lost my com 1 and switched over to com 2. I tried reconnecting with Approach but was not coming in clearly; so I decided to recycle the avionics. When I did a reboot nothing turned back on and I had lost all coms; navigation; transponder; and attitude and heading (digital aspen system).At this point I had no lighting in the cockpit and was in IMC. I saw a hole in the clouds and decided to take my exit to get to a lower altitude below the bases and pick up cell phone reception. I was near ZZZ but did not have the Tower number on my cell and didn't have time to look it up while dealing with an emergency. I decided to call the owner and have him contact Airport Operations and Tower and tell them I was coming in for an emergency landing and lost all electrical.As I entered the downwind for XXR and started setting up for landing; my flaps also now went dead. As I turned base I made sure nobody was on final approach and turned final and saw the green light gun signals from the Tower.Made the landing and was escorted back to parking to now start the process of inspecting what went wrong.In hindsight; considering it was my first electrical failure in IMC conditions and at night - I decided it would be best to take my exit rather than stay at altitude and maneuver as I troubleshooted without attitude and heading. I also did not have a flash light available to check things properly and decided that getting on the ground safely was the best decision at this point; as I did not know if I would get another exit from the clouds. Had I been in VFR I would have felt more comfortable with troubleshooting but because it was IMC and I knew I was over ZZZ1's final approach course; I did not want to take any chances and took decisive action.




Synopsis: C172 pilot reported electrical failure in IMC resulted in utilizing cell phone to safely land.
Date: 201902
Flight conditions: VMC
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Contributing factors: Weather
Primary problem: Weather

Narrative: Between 135W & 134W on our route of flight at FL 400 we encountered an unexpected windshear event with some moderate turbulence. Autothrottles unable to keep up with shear event had to be overridden. Aircraft started a rapid climb and autopilot and lateral navigation disconnected on its own. Altitude deviations of plus and minus 800 feet occurred. Estimated sudden shear event of 30 knots or more. Aircraft exceeded VMO/MMO by 10-15 knots. Total duration of event approximately 1.5 minutes.




Synopsis: 787 First Officer reported encountering a wind shear at FL 400 resulting in airspeed exceedance; deviation from assigned altitude and loss of auto throttles.
Date: 201907
Local time of day: 1801-2400
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLC
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction; 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 Provided Assistance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While en route over eastern Nevada we were zapped by military jamming and lost all GPS and INS navigation.  Initially this caused some confusion in the flight deck as multiple ECAMS were rolling through and initially we didn't know the why.  We drifted left of course by approx a mile and were correcting back to an initial heading when ATC called to issue us a new heading towards INOYE.  I assumed the Flying Pilot duties and instructed the First Officer to run the ECAM and Pilot Monitoring duties.  Approximately 10 minutes later; we heard other aircraft telling ATC that navigation/transponder or auto flight failures were occurring.  That was when we first heard of the military jamming going on in the Warning Area.  We continued for another 20-30 mins on ATC issued headings and regained internal navigation capability.




Synopsis: Airbus Captain reported experiencing GPS interference during cruise.
Date: 201302
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Tablet
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Time Pressure; Confusion; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Equipment / Tooling; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: I'm trying to use my iPad as the FM; FOM; and airway manual replacement that is been approved to remove the paper manuals in the near future. I did my update of documents during the flight planning process. I believe I left operations on the way to airplane with at least a 75 percent charge. I had the iPad on top of the Ship Set bag during preflight and used it to reference some FM changes and later did FM and FOM systems reviews during cruise. About 4 hours later while using it; the low battery warning came on and it went dark/dead a short time later. I got out my charging cord and realized in the 777 cockpit there is only a single outlet on the flight deck and that the charging cord is not long enough to be able to use the iPad from either primary flying seat. I then thought what would be the result without the backup Ship Set paper manuals and it didn't appeal to my sense of safety. On a long international flight (12 hours); there must be some way of keeping our iPads powered and available from the primary flying seats before removing the paper manuals. The relief pilots were already in rest with their iPads and it doesn't seem to make sense that we would need to share a remaining powered iPad. It is also impractical to expect that by the time we push that each pilot's iPad is charged at 100 percent. The irony is that the passengers have an outlet at each seat for their laptops; but the flying pilots don't at this point in time.




Synopsis: A B777 pilot's iPad battery drained in flight and while occupying a primary flight crew seat; he was unable to recharge it because only available electrical out was further than his cord would reach.
Date: 201511
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We leveled at FL380 on our way to LAS after being assigned FL390. We had leveled at FL380 and been level for approximately 10 minutes.We discovered this after a frequency change. I was the Pilot Flying. However; when we changed Center Control frequencies; I took the call. Previously; during this flight; the Captain had been working the radios. When I checked-in on the new frequency; I stated our altitude (FL380) and then; as is my habit pattern; looked at the FMC Altitude window and noticed that it was different from our current altitude. The FMC altitude window said FL390. So; I checked in by saying 'Seattle; (call sign) FL380 climbing FL390.'  At that point; I had not noticed that we had been level at FL380 for approximately 10 minutes already. I had simply assumed we were still slowly climbing to our final cruise altitude.Seattle called back and asked us to confirm our altitude. At that point; I noticed that we weren't climbing - that we were level. I then realized something must be wrong. I looked at the FMC Altitude window again. It said 39;000 feet.  I told Seattle it looked like we were climbing to FL390 but we were level at FL380. Seattle said to climb to FL390. I affirmed that clearance. The Captain then jumped on the radios and confirmed the clearance.We climbed to FL390 without incident. We never received any kind of TCAS information. We were never informed by ATC that our altitude had resulted in a traffic conflict.In retrospect; I realize that I had probably entered FL380 into the FMC on the ground when we got into the gate and before we got our new paperwork. We were late and I was trying to get ahead. I entered an incorrect direction of flight altitude and then forgot that I had done so later.This was the last leg of an EXTREMELY taxing four-day trip that would have been ILLEGAL prior to FAR 117.  I was more tired than I realized. I am writing this an hour after the trip blocked in and I am exhausted.  I cannot over-emphasize the importance of fatigue in situations like this. I didn't realize how tired I was.




Synopsis: A B737 First Officer reported unknowingly leveling 1;000 feet below cleared cruise altitude for 10 minutes; and stated fatigue was a factor.
Date: 201310
Local time of day: 1801-2400
Location: A80.TRACON, GA
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Cruise
ATC / advisory: TRACON A80
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working DR-S. I was on Fusion; with all sensors appearing to operate normally. Atlanta was on a west operation. I noticed a VFR target approaching ATL from the NW; on a heading that would place it just off the departure end of the runways. I said something; and the Supervisor who was monitoring the approach area called the Tower immediately and asked if they saw anyone off the departure end of the runways. The track was indicating about 2;500 feet. I don't believe departures were stopped. The track briefly dropped; then re-acquired. I put a data block on the aircraft as 'TRK'; and hit <MF>Z; slew to check the RADAR data Fusion was using. The track was only being picked up by the MGE sensor. It was at an altitude that ATL's ASR and the Windy Hill ASR should've seen. The track continued to the South-Southeast at 2;500 feet for a while and then it disappeared entirely. MGE's RADAR throwing off bad tracks is not unusual; it's an old analog ASR that has a digitized feed. Documented problems with its feed have been made before; however; this is a little different; indicating a track RIGHT off the departure end of the runway at an altitude that put it in VERY close proximity to other aircraft. I didn't have any departures that were going to be an issue. This aircraft target very easily could've been real; an FTY departure that strayed into the ATL Class-B airspace. The MGE feed into Fusion needs to be turned off immediately and installation of the replacement system drastically accelerated.




Synopsis: A80 Controller described an apparent 'false' target near the departure end of ATL's runways utilizing 'fusion'; the reporter indicating the target may have been generated from the MGE sensor.
Date: 201508
Local time of day: 0601-1200
Location: DFW.Airport, TX
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Workload; Time Pressure; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: Passengers were boarding at XA:55; Flight Attendants (FA) are required to be on the aircraft at XA:55. We were having our safety and security briefing when the passengers boarded.The company has told the gate agents to board at departure -50 minutes; however flight attendants are not required to be on board untill departure -50 minutes; so:FAs do not have time to check emergency equipment.FAs are not in the exit area for boarding.Passengers are listening to our security and safety briefing.Either increase our report time to 1 hour 15 minutes; or return to the boarding times of departure -40 minutes giving us 10 minutes to complete our preflight responsibilities.




Synopsis: Flight Attendant reported inadequate time for their preflight responsibilities.
Date: 201810
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Other landing
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Dusk; en route to ZZZ; passenger had to urinate. ZZZ1 was off my nose so I checked ASOS. [I] confirmed local altimeter setting and updated my altimeter. Comments were silent as to unusual conditions or closed runways. Wind calm; therefore I set up for runway off my nose; [Runway] XX. Normal stabilized approach. Over the threshold; I saw runway numbers to confirm I was landing on runway as opposed to a taxiway. Normal touchdown and landing (in fact; one of my better landings; I had my daughter with me for her second flight). On rollout; I was horrified to see what appeared to be the end of the runway. It turned out to be a row of plastic lighted portable water filled rectangular parking stops (like what your tire hits in a parking lot) approximately four feet long by four inches tall located at the midway point of the runway. I smoothly applied brakes so as to achieve maximum braking efficiency. However; too little too late; my nose gear ran over one of the parking stops collapsing the nose gear. I maintained control of the plane until it came to a full stop in approximately 30 feet. At which point; I turned the mags to off; master off; fuel off and directed my passenger to exit the airplane. No injuries of any kind. I called my insurance agent and A&P. My A&P flew down and we moved the airplane off the runway. We returned the next day by vehicle and retrieved the airplane and returned it to our hangar.




Synopsis: Cessna 150 pilot reported landing and hitting barriers that were crossing runway; resulting in a nose gear collapse.
Date: 202112
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Other Flight School
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Other Departure Climb
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My Student and I were doing Pattern work at ZZZ. Tower cleared us for takeoff on Runway XX and told us to fly straight out and she would call our crosswind. Shortly after we took off; Tower cleared another aircraft for takeoff (which appeared to be another GA aircraft). In the upwind I noticed on our traffic page on our avionics that the traffic behind us seemed like it was starting to catch us. Around 800 ft AGL Tower told us to turn a right crosswind. When we turned I could see the traffic heading straight for us and Tower frantically said 'Traffic'. I cannot recall how far away the traffic was at the time but I do remember that the traffic did appear to be slightly above us. The other traffic and I both told Tower that we had each other in sight and he kept climbing while I pulled power and pitched down to around 550 ft AGL to give extra spacing between the two aircraft. On our traffic page it said that the traffic passed over us by 400-500 ft.




Synopsis: Flight Instructor flying PA-28 aircraft reported NMAC during departure climb.