elihoole/asrs-aviation-reports huggingface dataset:
Date: 201709
Local time of day: 1201-1800
Location: MKE.Airport, WI
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The active runway at the time of the incident was 1L. Vehicle X; was working on Runway 7R. The driver said; 'When able; I'd like to cross Runway 1L to work on the east side of Runway 1L on Runway 7R.' I replied by saying; 'roger.' Vehicle X driver responded; 'Roger; crossing Runway 1L.' At this point; Aircraft X was on its takeoff roll on Runway 1L. I instructed the vehicle to hold position and; when the driver did not immediately respond; I yelled 'stop' several times. Vehicle X stopped and the Local Controller instructed Aircraft X to abort its takeoff. Vehicle X stopped and Aircraft X exited the runway without further incident.I believe the primary factor in this incident was the driver's misunderstanding of my acknowledgment of his request to cross the runway as an approval to do so.




Synopsis: MKE Tower Controller reported a vehicle requested to cross a runway; Controller responded with roger; the vehicle moved across the runway which caused an aircraft on the runway to abort their takeoff.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed for a flight with 2 passengers. We had the cabin mode controller in manual cool since it seems to cool down better in this mode. We were cleared to flight level 220 and as we climbing through about 17;000; I tried to warm the cabin some by holding the increase temp switch. It didn't seem to be warming much so I switched to manual warm. When I did we lost all bleed air coming into the cabin and the cabin altitude started climbing. I attempted to re-select manual heat and nothing happened. I tried auto mode and still nothing happened. At this point the cabin altitude was approaching 8;000+. We don oxygen masks and [notified ATC]. We were immediately cleared to 10;000 feet. We ran the checklist and were asked where we would like to divert to. I asked for ZZZ which we were then cleared to. We did not try to re-pressurize the cabin. We made a slow descent into ZZZ.




Synopsis: BE-200 First Officer reported loss of pressurization inflight.
Date: 201411
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: IMC
Light: Dawn
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: DC Generator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: Around CTF; we had a lightning strike; took both dc generator's out; we followed the checklist and got them back. We also lost the VOR's; last WX was calling for high OVC skies but when we talked to Approach; she told us that they had a new WX that required an ILS approach; so we called company and our dispatcher send us to ZZZ; where the WX was VFR ; and it wasn't required an approach; they gave us vectors because although the ins was still working we were not sure it was giving us reliable information; we landed; taxied to the gate and deplaned the pax with no other incident. On the post flight walk around we didn't observe any damage to the airplane. The lightning strike occurred in an area where no convective activity was showing in the radar; we were in IFR conditions with light rain; occasional moderate but nothing that indicated thunderstorm activity around us.




Synopsis: DHC8-100 Captain experiences a lightning strike in cruise resulting in the loss of both DC generators and both VOR's. The generators are successfully reset but the VOR's are not and the flight diverts to a VFR airport.
Date: 201708
Local time of day: 1201-1800
Location: STL.Airport, MO
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class E T75
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Transponder
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Forgot to reset transponder after an IFR flight while flying home VFR. Flew out from under STL Class B with incorrect code. Was not on a flight plan or talking to ATC. Noticed on ADS-B that I was either ghosting or getting very close to an airplane indicating a climb and heading the same direction and within 100 feet. I was climbing. Decided to descend and see if the image changed. It did. Never saw the airplane; but evidently came very close to it. I slightly changed course; as did the other plane; which appeared to stop climbing at 7;000 feet. I continued my climb to 11;500 without further incident. Unfortunately still squawking the code given earlier in the day; eventually changing code to 1200 about 3/4 the way home.




Synopsis: GA pilot reported a NMAC on climbout from STL class B while not communicating with ATC. He did not reset the transponder code to 1200 from a previous flight.
Date: 202202
Local time of day: 0601-1200
Location: PWM.Airport, ME
Weather elements / visibility: Icing
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Weather
Primary problem: Weather

Narrative: Uneventful until arriving to Company ramp at PWM. Approaching Gate X; silhouette was clear with Marshaler wands up. We observed what appeared to be slush in the silhouette; as a result I taxied approximately 5 knots; slow; steady cautious. The gate has a down slope toward the parking position.  With approximately 30 feet to go; I began braking to further slow. As I applied the brakes; there appeared to be no change in acceleration; I continued to steadily increase brake pressure as it appeared the aircraft appeared to accelerate. With full brake pressure applied; within approximately 10 feet of the planned stopping position; and no indication the aircraft was stopping; I extended the Thrust Reverses; (TR's) Passing the expected stop position; I began applying reverse thrust; however; it was at this point; the aircraft began to decelerate to a stop. It turns out the Reverse thrust never went above reverse idle; before stopping. After stopping; the tug was connected to reposition the aircraft. Debriefing the Maintenance Personnel who was also the Marshaler; he observed the main gear began sliding side-ways during the approach to stop. No damaged was noted by aircrew or maintenance; nor were any flight manual limits exceeded; but all parties acknowledged it was a very close call. The Maintenance Personnel said he requested salt and sand support from the airfield prior to our arrival; but was denied. It seemed PWM was aware of the ice fouling the ramp; which was under the water and slush observed on the surface. Failure to notify aircrew of the hazard is a cause. However; had the airport authority properly treated the ramp and taxiway area; the hazard would have been abated entirely.If ice is known to foul the parking spot; send a note during the in-range ACARS message to expect a tow in. If that window of opportunity is missed; drive the tug out and give marshaling directions to set brakes and shutdown. Of course; having the parking area properly treated would have solved most of the problems.




Synopsis: Air carrier Captain reported sliding when parking the aircraft due to water and slush being on the ground surface at PWM airport.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Compressor
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL270 engine #2 N1 vibration exceeded 7.5 per QRH we disconnect autothrust and placed engine to idle for remainder of flight. Diverted to [an alternate airport].




Synopsis: A321 flight crew reported observing an engine vibration indication; resulting in a diversion to an alternate airport.
Date: 201705
Local time of day: 1201-1800
Location: CRQ.Airport, CA
Flight conditions: Mixed
Weather elements / visibility: 8
Light: Daylight
Aircraft: Helicopter
Flight plan: None
Flight phase: Cruise
Airspace: Class E SCT
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Rotorcraft; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Loss of GPS reception on both GPS units (Garmin 530/430) approximately 3 miles north of CRQ. I had just departed from a helipad and was heading south for the mid field transition at 1100 MSL. Loss of reception occurred and units reacquired signal in a few minutes with no other occurrences.




Synopsis: Helicopter pilot reported a temporary loss of GPS signal approximately three miles north of CRQ.
Date: 202010
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch; Parked
Aircraft component: Aircraft Logbook(s)
Component problem: Improperly Operated
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: Time Pressure; Distraction; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Staffing; Aircraft; Human Factors; Logbook Entry; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: The aircraft had been sitting for the previous 5 days. When we got to the aircraft there was a new maintenance item which they were working on and 2 items to be verified during our flight to ZZZ. This was MEL XX-XX. The APU restart was accomplished and the other was an in-flight verification of engines. We discussed and did not find an entry for monitoring engines and made no entry after everything remained within parameters. I was getting a check ride from a check airman and he offered to make the entries (including a new write up) in the logbook for me since we were now on approach to ZZZ.Main factor was the flight plan was supposed to be locked out; so I could discuss the engine check and any entry needed with Dispatch. That didn't happen as well as on the following flight when it could have been accomplished again. Delays and distractions with the ongoing maintenance item which kept us out of our seats for 2 hours and feeling rushed to get things going quickly; having passengers already on board; once we could sit down. My complacency having a check airman there in case I missed something.If flight plan needs to be locked out make it automatic for Dispatch; so distractions or human error don't play a part. MEL XX-XX needs to be more specific as to what items need to be accomplished. A placard in the logbook would be helpful.




Synopsis: Air carrier Captain reported maintenance items remained open after the aircraft had not flown in 5 days.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Situational Awareness
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: Human Factors
Primary problem: Human Factors

Narrative: There were 5 planes in the traffic pattern and 1 on the departing runway.  I approached Runway XX (the favoring runway) from the east; at 4 miles out I announced my location and that I would break off the long final approach and join the traffic pattern on the upwind leg. Once in the traffic pattern I announced I was on the upwind leg for XX; full stop. As I turned crosswind a plane on the runway announced its departure.  Not being sure about maintaining separation with the departing aircraft; I announced I would do a right-hand loop giving the departing aircraft time and distance from my aircraft.  At the same time a C-172 announced a 45 to down wind and gave me some room.Completing the loop; I turned crosswind; announced; and then turned downwind and announced.  On the downwind leg I came up quickly on a C-172.  It is unclear where the plane came from; but it was the C-172 on the 45 downwind earlier.  Fortunately; he was lower than me (which was odd because I was at pattern altitude); and he appeared to take action to stay clear of me coming up behind by descending even further and veering to the right.  I passed the C-172 above and to the left; but it seems we both got a little closer than we should have. The C-172 asked if I saw him; and I acknowledged I did; under the belief he was taking evasive action to keep us separated. I continued on to turn base and then final for a full stop on XX.Though separation existed; it was closer than needed be.  I thought by performing a loop; I provided adequate time and distance for all in the pattern; but in hindsight; given the pattern was busy I should have left the pattern entirely and rejoined when spacing was favorable. I also should not have assumed the C-172 had remained clear of my flight path.




Synopsis: BE-33 pilot reported an NMAC occurred as they entered the traffic pattern and performed a non-standard maneuver to provide spacing from other aircraft. The maneuver placed the pilot in the flight path of another aircraft joining the pattern; requiring them to take evasive action.
Date: 201705
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface; Confusion; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airspace Structure; Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Center changed our arrival procedure 4 times; 4 different procedures in approximately 4 minutes. Our clearance was to fly to a fix at a specified altitude and due to the confusing clearances that Center was rattling off we missed the crossing restriction and had to be vectored in the descent. The problem was that the crossing restriction was for a clearance that changed. All of this happened because of GPS jamming going on in the area. I'm filling out this report so that you all know that it was EXTREMELY busy; ATC was making too many requests; one right after another; and all of this required continuous FMS changes; inputs; and confirmations. How could things have gone better; I'm not sure. We did the best we could but it became task saturated for them and us. They told us that it wasn't a problem; however; I'm still filling out this report to enlighten the team on how screwball things got with 4 different arrival changes in such a short period of time. I don't have any thoughts on how this could have been avoided.

Callback: ATC facility stated this is a common occurrence. NOTAMs referencing times and locations are issued. Mostly affected is general aviation that does not have backup navigation capabilities like INS. Recurring known issue.



Synopsis: Corporate jet pilot reported receiving several revised clearances in a short amount of time from a very busy ZLC Center Controller due to GPS jamming occurring in the area.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Time Pressure; Human-Machine Interface; Communication Breakdown; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Weight And Balance; Ground Event / Encounter Fuel Issue; Ground Event / Encounter Ground Equipment Issue
Detector: Person Dispatch
Result: General None Reported / Taken
Contributing factors: Company Policy; Staffing; Software and Automation; Human Factors; Environment - Non Weather Related; Equipment / Tooling
Primary problem: Ambiguous

Narrative: [I] missed applying an MEL with a fuel penalty. Corrected the mistake and resent the [release] for the Captain to sign.I got to work 10 minutes early for an [early morning] shift. The license had expired for the Jeppesen chart viewer on my computer. I called the help desk. After trouble shooting for 10 minutes; I was told to find another machine. There were no more licenses available. My workload was 20 fights vs. a normal plan of 18. Seventeen of my flights were scheduled out in a one hour period. (Shift starts at XA:00. First flight due out at XC:00 and the 17th was due out at XD:00). I had a major snow storm out over the plains; frequency outage in the vicinity of ZZZ. I had to build around ZZZ and had a couple of transcontinental flights for good measure. After the computer delay of 30 minutes I went to work at XA:30 looking at weather and MELs and contacting ramps with restrictions. I have long advocated for a maximum of 18 flights on [this] desk. They were originally designed for this number (some dispute this claim). I have had discussions with numerous members of management; [supervisory dispatchers] and coworkers about why this should be the maximum. We have experienced and documented problems when the number of flights exceeds 18. When coupled with the compression (numerous departures in a short time period) it only makes these types of mistakes more likely. Today; it caused me to rush and miss a MEL item. I feel like I was setup to fail when I walked through the door. An inoperative computer system; excessive number of flights and a tight compression of departures. I realize that responsibility rests on me for my work; but these issues continue to be ignored time and time again. first release was generated at approx. XB:05. This particular flight had two MELs. The first was a broken lock and the other was a fuel penalty. I looked at the lock MEL first; called the ramp with the restrictions and then failed to go back and account for the fuel penalty.




Synopsis: Air carrier Dispatcher reported that a heavy workload; inoperative computer; and difficult weather; contributed to a fuel miscalculation when preparing a flight release.