elihoole/asrs-aviation-reports huggingface dataset:
Date: 201202
Local time of day: 1801-2400
Location: FAY.Airport, NC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C FAY
ATC / advisory: Tower FAY
Second aircraft: Pilatus Porter PC6
Reporter organization: Government
Reporter function: Instructor; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: The event occurred in the first 2 minutes I was on position and I was the trainer. The Tower's traffic was light but the East RADAR Controller was busy. The previous Tower Controller had cleared a CRJ for take off. My trainee's first control instruction was to switch the CRJ to Departure within 1 mile of the departure end of Runway 4. I was intently watching the CRJ after he was switched to Departure because a PC6 was on a converging course approximately 8 miles northeast of FAY. The PC6 was executing practice approaches with FBG. The aircraft was in left traffic for Runway 27 at 2;000. When the CRJ had leveled at 2;000 FT; approximately 5 miles northeast of FAY; I instructed my trainee to call the RADAR Controller and ask if she was talking to the CRJ. I actually spoke on the land line due to the urgency of the situation. The CRJ responded to an RA to avoid the PC6. I think the CRJ may have had a difficult time contacting Departure due to frequency congestion. We have orbiters' who routinely fly over the FAY airport at low levels (as low as 3;500 FT) for 4-5 hours a flight and often twice a day. In some instances; three aircraft will be orbiting over FAY simultaneously. They are literally situated in the most complex portion of our airspace and create Data Block congestion. It can be difficult to see aircraft tag up off the runway due to orbiters. I'm unsure if this contributed but I do think it poses safety risks.




Synopsis: FAY Controller described a conflict event noting the continued 'orbiter' operations near the airport are contributing to these types of instances.
Date: 202106
Local time of day: 0001-0600
Location: ULMM.ARTCC, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ULMM
ATC / advisory: Center ULMM
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Situational Awareness; Human-Machine Interface; Confusion; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Software and Automation; Environment - Non Weather Related; Aircraft
Primary problem: Ambiguous

Narrative: While flying in Murmansk airspace; approximately at waypoint 'TURUK' on airway P995 we experienced a loss of GPS signal. Initially it was one receiver and shortly after that both receivers were not providing position information. This lasted until our oceanic entry point; 'BARUX.' Both receivers were back to normal within seconds of each other. GPS signal interference lasted for almost 300 NM. ATC was notified.




Synopsis: Air carrier Line Check Airman reported a loss of GPS signal for approximately 300 NM.
Date: 201509
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Second aircraft: Cessna Stationair/Turbo Stationair 6
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: On approach to SFO on the FMS Bridge Visual laterally; with altitudes from ATC. We were cleared to descend to 3100 ft on the lateral course for the RNAV approach. ATC issued a traffic alert that there was a Cessna Station-air (C206) westbound at 3500 ft - 11 o'clock and 5 miles - hovering and taking pictures. As we were getting closer to the traffic on TCAS - not visually - I could see that we were going to have a conflict. The plane was in the same airspace as we needed to be on the arrival. ATC let us know that the Cessna had us in sight - ok great - but; I could still see that he wasn't moving out of the way as we were approaching from his 5 o'clock position. Finally; I did see him visually and he was westbound on our course to final for 28R. I leveled at 3700 ft - the Cessna was at 3500 ft - began a 30 degree right turn to avoid. Talking with ATC on the phone that same evening with the TRACON supervisor confirmed the 200 ft vertical; but he could not estimate the horizontal separation - my estimation was around 1000 ft horizontal. When we began our right turn ATC told the Cessna to break south and he did begin a 80-90 degree left turn. As he was well south of our course I turned back left and continued the descent to intercept our final approach. Oddly; we did not get a RA or TA from the TCAS system. Stable at 1000 ft - on target at 500 ft gate - landed without incident. Normal landing.Called TRACON from the gate - he said he would review the tapes and get back to me. Spoke with the TRACON supervisor - he said it looked ugly and vowed never again to allow VFR transition at that altitude and position. They did self-disclose and reports were filed within a couple of hours from this incident. ATC allowing VFR traffic into SFO airspace and not keeping track of where they are.




Synopsis: A321 Captain experienced an airborne conflict during the FMS Bridge Visual to SFO with a C206 which NCT had cleared onto the approach path on a photo mission. The reporter took evasive action and the C206 was instructed to turn south by NCT.
Date: 201203
Local time of day: 0601-1200
Location: SFO.Airport, CA
Weather elements / visibility: Windshear
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B SFO
ATC / advisory: Tower SFO
Aircraft component: Autothrottle/Speed Control
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On takeoff roll I set the power levers in the flex detent; confirmed the position and raised my hand off the levers. In placing his hand on the levers the Captain managed to advance the levers to TO/GA. I was not aware of this. Rotation was normal; I began the immediate left turn using the flight director to follow the PORTE departure off runway 19R. At the annunciation for power reduction I moved the levers aft one click and advanced them one click thinking I had selected MCT. In actuality I had selected TO/GA. The flight directors then indicated a steep climb and a turn back to runway heading which would have taken us into terrain. While in IMC trying to understand the indications; we hit a 30+ knot increase shear. The speed tape blurred and jumped to 250. I called for flap retraction and managed speed. Because we were in TOGA managed speed could not be selected. I called for speed intervene 250. I maintained a left turn to continue the PORTE departure ignoring the command bars right turn. Within seconds the sheer was over and the speed tape jumped back to 220 KTS. There was never a sheer warning. Tower gave us a heading and directions to proceed to a fix further along the departure. Tower then asked what departure we were flying. The Captain stated the PORTE and that we encountered turbulence and sheer and therefore had trouble navigating. Tower stated 'No problem'. Obviously I was not precisely on track because the aircraft was in the go around mode and indicating direction to fly a programmed climb and track.




Synopsis: A320 First Officer reports inadvertent selection of TOGA thrust during a planned flex thrust takeoff and the problems encountered at thrust reduction/clean up altitude. Thrust levers are retarded one detent to get into the auto flight climb mode then advanced one detent to maintain MCT (actually TOGA); putting auto flight into go around mode. A flap overspeed occurs due to windshear and the high thrust setting.
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
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: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; 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; Human Factors; Procedure
Primary problem: Procedure

Narrative: Flight was held up but not delayed.  Fogging was done and just before boarding I noticed the seats and armrest were soaked. It was excessive and we had to hold the passengers in bridge-way while I took paper towels to dry them off. I was going to try to fan them originally and realized they were too wet. I had to quickly dry every seat and armrest prior to allowing passengers on board.




Synopsis: Flight Attendant reported the aircraft being wet after cleaning crew fogged the interior.
Date: 201912
Local time of day: 1801-2400
Location: RFD.Tower, IL
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class D RFD
ATC / advisory: Tower RFD
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: I issued Aircraft X a clearance to land Runway 25. Ground taxied Aircraft Y to Runway 25 via Taxiway J which is the approach end of the runway. Aircraft Y did not have permission from ground for access to Runway 25 and was not given any permission by me to access Runway 25. When Aircraft X was within a half mile of the threshold; Aircraft Y crossed the hold short lines to Runway 25. I told Aircraft X to go-around and kept Aircraft X in the local traffic pattern. After I got things under control with Aircraft X I reached out to Aircraft Y to see if he was on my frequency which he was and issued the brasher warning. Aircraft Y called the Tower and admitted fault in the situation.I want to be clear that this situation would have been a catastrophe if we were landing and departing Runway 7. The tower vantage point would not have allowed us to be able to quickly recognize that an aircraft entered the runway at the approach end for Runway 7. The tower is almost 2 miles away from the approach end of Runway 7 and is way too short for that. To prevent a catastrophe from happening I recommend a newer taller Tower be built in a better location so that all approach ends can easily be seen with the naked eye. This is the only way we will be able to safely do our job no matter what runway we advertise.




Synopsis: RFD Tower Controller reported a runway incursion that caused a go-around.
Date: 201702
Local time of day: 1201-1800
Location: AVP.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D AVP
ATC / advisory: TRACON AVP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cleared for Visual Approach Left Downwind RW 22 AVP GPWS Terrain notification at 2800 feet MSL. Approximately; 45 degrees from the approach end of RW 22 in a 1 1/2 mile downwind.ATC cleared us for the visual approach left downwind runway 22. The crew had briefed the terrain; airport; and the visual approach RW 22 AVP to be 'backed up' by the ILS RW 22 AVP. We also briefed RW 22 is right traffic. I am aware of the terrain to the south of AVP and noted on the chart the highest obstacle we would encounter in the downwind. I planned on turning base to RW 22 just outside the final approach fix. We also communicated that intention to tower as we were communicating with him and already cleared to land. As the terrain is hilly or 'mountainous' my plan was to descend form 4000 feet MSL to 2800 feet (the altitude of GS intercept at the FAF) in the downwind and turn the base while over a valley that placed me abeam the FAF. We were configured flaps 1 approximately 200 KIAS. As I initiated the turn to base we received a GPWS warning 'terrain; pull up'. I dis-engaged the auto pilot and added power and climbed to 3000 feet MSL. The GPWS annunciation extinguished and the flight continued on the approach and landing without further incident.[Recommendations:]1. Insist on the right downwind RW 22 AVP to keep clear of the terrain to the south of AVP.2. Stay at 3500 feet MSL until established on the base leg RW 22 AVP and clear of terrain; then descend to intercept the final approach course well outside of the FAF. This would necessitate communication and tower approval.3. Simulator training focusing on visual approaches into AVP.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Air carrier flight crew reported on visual approach to Runway 22 at AVP they received a terrain warning while turning a left base.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Time Pressure; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: I departed ZZZ shortly after XA00 from runway XX; heading west. Shortly after I put my gear up at approximately 100 knots airspeed and a couple hundred feet of altitude the engine started to run rough and appeared to be losing power. I made an immediate left turn to return to the runway. I was planning to land on runway XX however; the engine appeared to be losing power and airspeed. I lowered the nose to maintain airspeed and decided to attempt to make it to runway 6 with the runway lights visible. I felt that I was too low to make the runway and raised the nose to gain some attitude and give up some airspeed. At which time i heard a felt a loud bang and immediate vibration. After that point I pointed the aircraft towards the runway lights; dropped the landing gear. Although this all happened very quickly; I think a couple of minutes or so it felt as though the engine was intermittently losing and gaining power.After I landed about mid field; I was able to brake and maintain control. The vibration was mild and the engine continued to run. I stopped on the taxi way just off the runway and checked the engine gauges; verifying good oil pressure and temperature and fuel flow; was normal. I taxied to my hanger.Inspection revealed some dents in the left wing; engine cowling and damage to the 3 propeller blades. I called [an FBO] and explained the incident. He brought a replacement prop and installed it. Shortly after this I started the engine and did a run up which was all normal and smooth. I then flew the plane a couple of miles to [the FBO]. Further inspection revealed some vegetation in and around the wing gap seals. Although I did not see what I hit. I suspect it was a tree top somewhere off the airport property.




Synopsis: Pilot reported engine power loss on takeoff and elected to perform an air turn back and precautionary landing. Pilot also reported after post flight inspection revealed damage to the propeller with dents in the wings and wing fairing seals.
Date: 201511
Local time of day: 1801-2400
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Aircraft: Light Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZHU
ATC / advisory: Center ZHU
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: Government
Reporter function: Enroute
Human factors: Situational Awareness; Confusion; Human-Machine Interface
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working on arrival sector and we had just combined the high sector with the low sector. Normal traffic and weather. I had [Aircraft X] landing on frequency and had cleared him to cross the fix at 10;000 feet. I also was working [Aircraft Y] who was landing at an uncontrolled airport within the sector. At [Aircraft Y] reported airport in sight and cancelled IFR. The Computer I.D. (CID) for [Aircraft Y] was 641 and the CID for [Aircraft X] was 651. When I did a remove strip for [Aircraft Y] I typed in the CID for [Aircraft Y] and 'fat fingered' the keypad and inadvertently typed in 651 instead of 641 which in turn dropped the flight plan on [Aircraft X]. I then went to issue a clearance to another aircraft and noticed I still had the radar data tag for [Aircraft Y]. I thought I must have missed hitting enter the first time so I re-entered the remove strip command and successfully dropped the flight out of the computer. I was relieved and issued a position relief briefing. Not seeing that I had inadvertently dropped the flight plan on [AIRCRAFT X] the relieving controller was not aware of the target and he entered TRACON airspace without a handoff.My own personal solution which I have already instituted is to never use keyboard to enter a CID on a flight plan removal. If I remove a flight plan it should be done with a track ball pick.




Synopsis: An aircraft cancelled IFR and services. The Controller removed the flight plan from the system using the three number Computer I.D. The controller inadvertently entered the wrong number which was for another aircraft in his sector. The Controller did not notice the Radar Data Tag drop off the target and forgot about the aircraft. The aircraft entered the adjacent TRACON airspace without a handoff or any coordination.
Date: 201205
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Skydiving
Flight phase: Initial Climb
Airspace: Class E ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Took off and made crosswind leg (left) and proceeded to start initial climb out; set power and continued climb. One minute later the aircraft started to sputter. Skydivers had enough altitude to bail out so they exited. Checked fuel selector position on the left tank. [I] checked for oil pressure; cycled mags; no change. [I] turned on primary boost pump; no change in engine running condition. Turned on secondary boost pump; no change. [I] switched the tank to the right tank; no change. Picked the closest acceptable field and executed an emergency landing.




Synopsis: A C-206 carrying skydivers had engine trouble during climbout. The skydivers left the aircraft. The pilot landed at the nearest suitable airport.