elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 1201-1800
Location: AFW.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D AFW
ATC / advisory: Tower AFW
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Returning from a training mission in the practice area west of the airport; we were cleared to enter the right base leg for runway 16R. We initially requested the option for which we were cleared and were instructed to make a left closed traffic pattern. We successfully performed the first touch and go and on the left downwind; we were instructed to extend our downwind leg for about five to six more 172s joining us in the pattern. After the second touch and go and on right downwind 16R for the third one; I heard the voice change on tower frequency; (suggesting to me that another controller may have taken over).As we turned base to final for the option on Runway 16R; the controller asked us to turn crosswind. I replied by stating that we were on short final and asked for clarification. I then heard the controller ask the 172 upwind of runway 16R to identify their call sign. I heard that aircraft reply with a call sign different from ours. While all this was going on; I was instructing my student during the landing phase; roll; and take off for the third circuit in the pattern. During the climb out; I occasionally looked down through my window on the right to ensure that we were not drifting off our runway heading. At about 800 feet AGL; my student pointed down towards his left window; drawing my attention to another Cessna climbing on a parallel heading from 16L. As soon as my eyes caught the glimpse of the other aircraft; I immediately took controls and banked to the right to crosswind to increase separation. I estimated we were probably separated by about 300 to 400 feet horizontally and vertically. On downwind; I requested a full stop landing considering the volume of traffic in the pattern.Supervisory attention on my student was divided while instructing; talking to ATC for clarification; and scanning for traffic; thus reducing my overall situational awareness. Additionally; confusion ensued over traffic location within the pattern as one controller handed over to another during a busy wave of inbound aircraft. This incident highlighted for me the need for heightened awareness around an airport and the need to keep talking to a minimum during instruction in the traffic pattern.




Synopsis: C172 Instructor reported an NMAC with another light aircraft in the pattern at AFW airport.
Date: 202008
Local time of day: 1801-2400
Location: SLC.Tower, UT
Aircraft: PA-46 Malibu Meridian
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class B SLC
ATC / advisory: Tower SLC
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: Routine Inspection
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Human Factors; Environment - Non Weather Related; Airspace Structure
Primary problem: Human Factors

Narrative: Shortly after a forced go around to traffic touching down from an erroneous ASDE (Airport Surface Detection Equipment) alert an Aircraft departed on an assigned heading of 340 on a radar vector. I thought the pilot read back correct heading. I noticed the pilot had turned east just shortly after departure. I turned the pilot back to the west but they were already below the Minimum Vectoring Altitude (MVA). The pilot was eventually turned to a correct heading outside of the MVA. There was a lot of back ground noise in the tower cab due to a fan that had to be placed in the cab due to the air conditioning not working correctly. Also working on disseminating information from the previous ASDE alert may have caused to miss the correct heading read back. I tried to listen to the audio but the FALCON replay would not load the audio. Fix the air conditioner to avoid excess noise.




Synopsis: Tower Controller reported they missed an aircraft reading back the wrong turn direction due to noise from a fan and the aircraft flew below the Minimum Vectoring Altitude.
Date: 201501
Local time of day: 1801-2400
Weather elements / visibility: Rain
Light: Dusk
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Communication Breakdown; Distraction
Second reporter function: Vehicle Driver
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Weather; Procedure; Human Factors
Primary problem: Human Factors

Narrative: [I] could have cleaned my window before I told him to back up. I should have spun around first before moving back...Flight finished dicing; told my driver to back up while I started to spin; my window where fogged up couldn't see clearly; so when I went to clean my window we were close to the wing so I told my driver to stop we hit the wing.


Second narrative: After deicing flight; I told bucket person to spin around to face back of truck; and to give me ok to back out; confirmed to back out; after backing slowly; for a few feet; the bucket person gave me the order to stop; as I stopped; immediately at the order; I hit the plane at the precise time with the boom


Synopsis: Ground personnel were repositioning a deicing truck and contacted the aircraft with the boom.
Date: 201508
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; 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: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We were given a vector of 270 off of an RNAV arrival (IVANE5) after crossing MAYOS at the assigned crossing altitude of FL220. We were then given a descent to 13;000 and slow to 250. A few minutes later we were given 'cleared direct MAJIC; clear IVANE5 landing North; resume speeds for the arrival at MAJIC'. We dialed in the bottom of the IVANE5: 6000 FT and pushed MANAGED. Since the aircraft had not yet processed DIR to MAJIC the aircraft defaulted to vertical speed. Passing 6600 FT ATC asked if we had been cleared the IVANE5 and climb to 9000 FT; we were a few miles short of AMOBE which has a crossing restriction of 10;000 FT. Failure to insure that the aircraft had progressed to a managed descent.


Second narrative: [Report Narrative Contained No Additional Information.]


Synopsis: A319 flight crew reported being cleared for the IVANE5 RNAV then vectored off and given a speed restriction. They were then given a descent; direct to MAJIC; and to resume IVANE5 speeds at MAJIC. Managed descent was selected; but the aircraft was below the path and continued descending in vertical speed. ATC detected the error.
Date: 201404
Local time of day: 1801-2400
Location: N90.TRACON, NY
Light: Daylight
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Contributing factors: Airport; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: While working the ARD arrival sector; EWR was landing on the bridge visual Runway 29 approach; and departures departing Runway 04R. The winds were steady holding between 330 and 010 and between 20 to 28 KTS with gusts up to 34 or so. All was good; as we were operating with the runways best aligned with the winds. All of the sudden the Supervisor comes around and announces a runway change and that we're going to the southwest flow; and do the [Stadium] Visual Runway 29; and depart 22L. While the arrivals will still land with a runway favored by the winds; this forces Teterboro (TEB) to switch to Runway 19/24. With the strong north-northwest winds this creates a very unsafe situation for both the EWR departures of 22L; and even more for the smaller aircraft users of TEB that are now forced to land; and takeoff with very dangerous tailwinds. This is done all in the name of efficiency for EWR departures; and with total disregard for the safety of the TEB users. This is an ongoing issue that has been going on for a while; and I regret not filing something sooner. I'm afraid nothing will get done until there is an accident; because unfortunately that seems to be the way things happen in this agency; and we are very reactive instead of proactive when it comes to safety. The airlines; TMU; EWR Tower; and even our supervisors are all on board of pushing the southwest flow; even when the winds favor northeast flow; all in the name of efficiency. Although I have little faith anything will get done until an actual tragedy happens; I needed to file this report to at least have this on record. My recommendation is to stop forcing the users to land with strong tailwinds of 15 KTS or higher in the name of efficiency. There is a very poor safety culture at both N90 and EWR Tower Operations Management; and TMU when it comes to efficiency vs. safety choices in runway configuration selection; and this needs to be changed before somebody dies.




Synopsis: Reporter describes situation he feels is unsafe and puts the users in an unsafe situation. Changing runway direction and traffic flow to accommodate efficiency versus safety.
Date: 202010
Local time of day: 1201-1800
Location: OUN.Airport, OK
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D OUN
ATC / advisory: Tower OUN
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was instructing my student arriving to OUN as instructed by Tower; and I saw traffic 300 feet below on a conflicting course. I corrected to the right to deconflict and fly in front of them as Tower called a traffic alert for me. I called back 'looking; negative contact' and Tower called Aircraft Y with a traffic alert twice with no answer. By that time; I had them in sight and called no factor as they passed off my left wingtip by 1/4 to 1/2 of a mile. The other plane's instructor was doing a stage check for a private pilot; and said he had me in sight the entire time; but was a 'bystander' in letting the traffic conflict. He didn't say anything until the traffic alert on his GPS noted the conflict; his student said; 'oh; should we turn away from that;' and then they did. Additionally; the student pilot flying with the stage check instructor changed from Tower to the local CTAF; 123.3; about 2 miles from the airport and at 500 feet AGL; which helped the confusion. I tried to reach Aircraft Y on that local traffic frequency twice but got no response. The instructor in that plane said that he heard me calling but didn't say anything as he was waiting for his student to reply.




Synopsis: Flight Instructor on training flight reported a Near Mid Air Collision with another aircraft.
Date: 201402
Local time of day: 1201-1800
Location: FFZ.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Personal
Mission: Personal
Flight phase: Descent
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Flight Engineer; Flight Crew Flight Instructor
Anomaly: Airspace Violation All Types

Narrative: I was on a VFR flight to Falcon Field (FFZ); enroute at 3;200 FT MSL to overfly Chandler Class D Airspace. I had IAW tuned into GPS to avoid IAW Class D Airspace. I had the second channel on GPS tuned into PXR VOR to avoid PHX Class B Airspace.I was also monitoring CHD Tower on the Number 1 Comm for traffic information on overflight. I was constantly switching GPS to check distance from IAW; CHD; PXR VOR; and FFZ. At approximately 9 miles south of FFZ I called to let them know I was inbound for landing. Tower responded by asking me to ident and to enter left downwind for [Runway] 22L. They later said they did not observe my ident; but to enter left downwind. Thinking something was wrong with my transponder I said of and asked if I could ident again. After some confusion I realized that I had not switched from CHD Tower frequency to FFZ Tower frequency. Thinking that I had been with Falcon Tower I had entered their airspace without clearance.I turned away from Falcon traffic pattern called in and was cleared to enter a left downwind for [Runway] 22L. Rest of flight was uneventful and there was no traffic conflict with Falcon Field.Bottom line; after checking and double checking my position in the airspace I failed to double check my Comm frequency.




Synopsis: A C180 pilot; after Tower informed them they were not receiving the transponder ident; realized that they had not switched to FFZ Tower frequency and entered FFZ Class D airspace without clearance.
Date: 202009
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Notified by Captain 30 minutes after scheduled departure time that hub had loaded dry ice in forward belly and needed new burns to apply .4 percent overburn. Sent the numbers as requested; hub never did get back to us on why they didn't notify [Operations] about dry ice being in the bellies on this flight.I do not know why the hub failed in their responsibility to notify [Operations] about dry ice being loaded in the forward belly of a 777. However; this has become a more and more common failure on their partHub management needs to make the hub employees do their job correctly; another option would be automation so that we get an alert any time a weight/balance entry is made into [the software program] which puts dry ice into a compartment which would require an overburn to be applied.




Synopsis: Airline Dispatcher reported airborne flight crew requested correct fuel burn data to replace incorrect fuel burn data provided to flight crew during preflight.
Date: 201911
Local time of day: 1801-2400
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Figure out what is causing this.


Second narrative: Crew oxygen use immediately is the most important action; the QRH leads you towards systematically finding the source of the fumes/odor but the information from our lead FA was very helpful.


Synopsis: A320 flight crew reported fume event enroute. QRH procedure completed.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Flight Engineer
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I took off from ZZZ to ZZZ1 on an IFR flight plan.  Shortly after takeoff I started having problems with my VHF communications radio.  Because of this I cancelled IFR and continued VFR receiving flight following from ATC (radio reception was fine; transmission was not).  Approximately 1.5 hours after takeoff I lost total electrical power leaving me with no communication or navigation radios.  I used my iPad with Foreflight to navigate direct to my destination airport.  I had to enter airspace within 30NM of ZZZ2 class B airspace with no operating ADS-B equipment.  I considered myself an emergency aircraft due to the loss of electrical power; however; I could have landed at a point short of my destination and not entered airspace with 30 NM of ZZZ2.




Synopsis: Cessna 182 pilot reported a total electrical failure occurred; resulting in loss of communication and navigation equipment. The pilot then navigated using their tablet and entered Class B airspace without operating ADS-B equipment.
Date: 201909
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
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: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: After departing Runway XX at ZZZ; climbing through 10;000 feet cleared to 15;000 feet on TRACON; ATC instructed us to expedite our climb initially through 11;000 feet; but then corrected to say expedite through 12;000 feet for VFR traffic at 11 o'clock 5 miles at 11;500 feet. We complied (selected climb power at 250 kias) and were looking for the traffic. Our climb rate increased to +2;000 FPM.TCAS initially didn't show a target but then it showed up at about 3 miles and showed the target in TA mode and alerted us with 'traffic'. Shortly after that the TCAS gave us a descending RA; at more than 2;000 FPM. The First Officer disconnected the autopilot and began to push the nose down while I informed ATC and we both continued to scan for the traffic.Then almost immediately the TCAS changed to a climbing RA at around 2;000 FPM. The First Officer reversed course positively and raised the nose; while I advised ATC; and then we both got visual on Aircraft Y. We continued to comply with the RA and climbed to pass above the other aircraft by 2-300 feet; nearly right below us. From what we could tell the other aircraft made no deviation from its flight path.ATC did not inquire about the conflict other than acknowledging our RA and reversal RA. ATC also did not issue a vector to us or the conflicting traffic prior to us receiving the RA. Shortly after the event we were given a new frequency.Once we were clear of the event I called the flight attendant to make sure all was well in the cabin and she said that no passengers seemed alarmed. We continued to ZZZ1 without further incident.




Synopsis: CRJ-200 flight crew reported an NMAC with VFR traffic on departure; causing them to take evasive action.
Date: 201204
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Aircraft: Stratofortress (B-52)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Military aircraft was Negative RVSM; flying in RVSM airspace at FL320. The sector prior to mine did not call for approval for this aircraft to enter my airspace at that altitude. (This is stated in the 7110.65; 2-1-28 a 2 - RVSM Operations) The FLM also stated that she had not received notification from the FLM of the prior area for this approaching Negative RVSM aircraft.A review and clarification of requirements for the correct coordination of Negative RVSM aircraft in all possible situations should be given at a facility mandatory briefing.




Synopsis: ARTCC Controller reported a violation of negative RVSM aircraft coordination requirements; recommending refresher training should be conducted.