elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 13
Light: Dusk
Aircraft: Beech F90
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: King Air F90 hydraulic landing gear failed to extend using the normal system. Failure was troubleshot in accordance with the manufacturer's check list. Landing gear was extended using the manual extension method described in the manufacturer's emergency procedures. A normal landing was executed. The landing was uneventful. The aircraft was taxied clear of the runway and taxiway. The aircraft was brought to a stop on adjacent ramp; and maintenance assumed control of the aircraft. ATC was very helpful while we worked our problem. Our requests were met quickly.




Synopsis: King Air F90 Captain reported landing gear failed to extend; but alternate method did get the gear down. Normal landing ensued.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Learjet 35
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I took radar identification of Aircraft X from the Feeder on a 270 degree heading. Once in my airspace I told the aircraft to descend to 5;000 ft. There was a 5;000 foot MVA he was aimed toward. I thought I gave the aircraft 5;000 ft. and heard the read back. I heard a aural alarm and saw the aircraft descending below 5;000 ft. and told him to climb back to 5;000 ft. and issued a low altitude alert; the pilot complied. None; this was during unusual conditions in the area where ZZZ1 was [runway] XX; ZZZ2 [runway] YY and ZZZ3 [runway] YY. This is a very rare configuration where [combined sectors] has more airspace to scan than usual.




Synopsis: TRACON Controller reported an aircraft descended below the MVA.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Confusion; Training / Qualification
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure; Company Policy
Primary problem: Environment - Non Weather Related

Narrative: While at cruise the aft cabin called about a passenger suffering from the chills and a runny nose. She was a lady in her mid-sixties traveling home from a cruise with her husband. They wanted to know the symptoms of Corona virus. We contacted dispatch and had them patch us through to Medlink. The Dr said to separate them by at least 6ft from other passengers and take her temperature. The crew received no training on the thermometer strips and couldn't figure how they worked. Also the Doctor said to put face masks on the two of them.  CDC was to meet us at the gate. Didn't happen.  EMS met the flight after a delay and escorted her off to the jetbridge where she was examined. In view of the deplaning passengers.




Synopsis: Air carrier Captain reported a passenger was suffering from the chills and a runny nose during flight.
Date: 201406
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Robinson R22
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness; Distraction
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: I was flying on the shoreline east of [a Class B] airport and I almost had a mid-air collision with a drone flying at the same altitude. I didn't see it until it was few feet from my aircraft. This was really scary and I reacted abruptly. This definitely could [have] been a disaster with dead people involved not only on the aircraft but also on the ground.  I researched it and found many companies offering drone aerial services openly. Is there anyone doing anything against these companies?  According to the FAA regulations commercial drone activity is prohibited. This represents a huge risk to flying aircraft; specially tour helicopters and banner operators that usually fly low level. Please do something to stop these people flying around risking the lives of many people.




Synopsis: A helicopter pilot reported a near miss with a drone flying on the shoreline near a Class B airport which would have resulted in a disaster had they hit.
Date: 201604
Local time of day: 1201-1800
Location: RSW.TRACON, FL
Flight conditions: VMC
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E RSW
ATC / advisory: TRACON RSW
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working Radar. Aircraft X checked on at 1;500 feet and was receiving radar advisories. The aircraft did acknowledge me on initial contact. Shortly after that the aircraft was transmitting but was unable to hear me. This occurred on both main and standby frequencies; approximately 35 miles NE of the airport where the frequencies are located. The aircraft did receive one other transmission when he climbed to 2;000 feet. Otherwise; there was another aircraft approximately 40-50 miles SW of Aircraft X that was helping me relay information to Aircraft X. Approximately 30 miles East of the airport I issued a traffic alert to Aircraft X which he did not acknowledge. After this I tried to switch Aircraft X to advisory frequency and he did not acknowledge that either. The aircraft ending up conflicting with traffic on the downwind to an uncontrolled field. Aircraft targets merged with only 100 feet of separation. This was absolutely a result of our limited frequency coverage. We have reported numerous frequency issues with all of our frequencies. The latest information we got is that our frequencies have a limited range of 30-40 miles; even though our airspace goes out to nearly 60 miles in some locations. We have been told by tech ops to not report any frequency issues since it is not an issue with our frequency but rather the range of our frequency.TRACON Tech Ops needs to cease and desist telling controllers to not report this issue. TRACON needs to encourage a safety culture on the Tech Ops side of the building. TRACON needs to install a repeater for our North Frequencies and a repeater for our South Frequency so that we have appropriate radio coverage.




Synopsis: RSW TRACON Controller reported he lost radio contact with a VFR aircraft and observed the aircraft's target merge with another aircraft target 100 feet apart. The Controller reported facility radios do not provide radio coverage for all of their airspace.
Date: 201712
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Ramp ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Pushback was delayed due to loading issues in our forward cargo bin. We were originally scheduled to arrive 26 minutes early; and by the time we started to push; we were now scheduled in 20 minutes late. A747 had pushed just prior to us in the alley. The problem began after push back and engine start. We were determined to get taxi clearance before the 747. When I called for the after start checklist; I forgot to call for the takeoff flaps (15); as per SOP; prior to calling for the checklist. Taxi was normal. During taxi; we were having problems pulling up the landing data for the proper takeoff position. Tower asked us to 'speed up' our taxi speed; in order to get an aircraft behind us to the runway for its takeoff slot. Tower asked us if we would be 'ready to go at the end'; we replied yes. Tower gave us takeoff clearance as we reached taxi way (prior to turning onto the runway). The takeoff speeds were finally entered and the before takeoff checklist was completed as we taxied onto the runway. It was at this point that the FO (First Officer) noticed that the flaps were still in the up position; and not in the proper takeoff configuration of flaps 15. We lowered the flaps to 15; waited for confirmation; confirmed that the before takeoff checklist was now really complete; and proceeded with a normal takeoff.Several driving forces that created this error. Our rush to 'beat' the 747 to taxi. A Late push. Problems getting the proper takeoff data to load; which resulted in the before takeoff checklist to be 'broken' several times. Tower 'pushing us' to be ready to go at the end. And our desire to comply with the tower's wishes. If SOPs had been followed properly; this incident would not have happened.


Second narrative: I noticed that the Captain didn't call for Flaps; but I got distracted by the underlying pressure to get going and didn't say anything at the time I saw it.


Synopsis: B777 flight crew reported they taxied into takeoff position before noting that the flaps had not been set for takeoff.
Date: 201305
Local time of day: 0001-0600
Location: ZZZZ.TRACON, FO
Flight conditions: VMC
Light: Night
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On approach airspeed was not maintained and the airplane approached a stall because of an autothrottle malfunction. Once this was recognized the approach continued normally.




Synopsis: B747-400 flight crew experienced an autothrottle malfunction and the aircraft approached a stall before they recognized the loss of airspeed and took corrective action.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Leading Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FLAP FAIL caution message illuminated when retracting flaps from flaps 2 to flaps 1 (flaps 2 takeoff). As pilot not flying; I followed the QRH and briefed the flight attendants and the passengers. Air return after completion of the QRH; Captain noted an asymmetrical feeling as the aircraft wanted to roll to the right. We landed and had the fire crew inspect the landing gear and brake temps. The brake temps were within a range typically found after a normal landing so we taxied to the gate. Maintenance and Dispatch notified.




Synopsis: EMB170 First Officer experiences a Flaps Fail caution message when the flaps are selected to 1 after takeoff. After QRH procedures are complied with the flight returns to departure airport with the flaps asymmetrically extended as described by the Captain.
Date: 201207
Local time of day: 1801-2400
Location: LAS.Airport, NV
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E L30
ATC / advisory: TRACON L30
Second aircraft: Citation X (C750)
Reporter organization: Government
Reporter function: Departure; Approach
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: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working Granite Sector which is an arrival sector for our airspace. We were in the process of a runway configuration change. I was informed that a B737 would be my first arrival to the new runway. Traffic flow changes for my sector with the runway change. I was told we were on new configuration which gave me airspace that I did not previously have. I turned the B737 and descended aircraft to 11;000 and told aircraft to expect Runway 07R. Aircraft was leveled at 12;000 when a pop-up VFR track appeared on scope at 11;500. I was then yelled at by the Departure Controller wanting to know what I was doing with the B737. Initially I responded with I'm level at 12;000 but when I cleared the VFR aircraft I descended the B737 to 11;000. It seems that the Departure Controller was not aware of a runway change and wanted to know what I was doing with the B737. I responded that I was vectoring for Runway 07R. With our local procedures; Departure Control has pre approval to go through arrival airspace as long as they miss the arrival traffic. This did not occur because they did not realize we had changed configurations. My recommendation is a change in the way we train here at L30. I understand that RNAV is coming but we are starting to get a lot of aircraft monitors and don't have to many air traffic controllers left. The Departure Controller had aircraft level at 11;000 on the departure as per the restrictions. However; those restrictions only work if every one is on the same configuration. If Departure would have just climbed the departures unrestricted to FL190 this incident would never have happened. We are training that if you leave an aircraft on a departure you don't have to separate him from anything which causes aircraft monitors to become complacent in there scan of the RADAR presentation.




Synopsis: L30 Controller described a conflict event when runway configuration changes were not disseminated to all of the controllers in the room causing the incident; the reporter feels controllers are not as attentive as in the past.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: S-76/S-76 Mark II
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The Sikorsky was approaching ZZZ via the ILS XX Victor. After they broke out of the overcast layer; the pilot requested to transition to Taxiway Delta. I approved the request and gave taxi instructions for the GA ramp. As the helicopter approached the taxiway; the ASDE-X triggered a go-around alert; for wrong surface landing. I determined that the safest course of action was to allow the helicopter to land; as it was following the instructions I had given and the only reason for the go around was a limitation in the ASDE-X software. The software only recognizes the aircraft type Helo as a type allowed to land on a taxiway; any other aircraft type will trigger the alert. The ASDE-X logic needs to modified so that helicopter types which are recognized by STARS are recognized by ASDE as safe to land on a taxiway. Helo is not recognized by STARS or ATPA (Automated Terminal Proximity Alert) and is otherwise useless to the controller. I forgot to change the type in the scratch pad prior to authorizing the transition to Taxiway Delta. This extra workload is necessary only because of the limitations of the software; it serves no other purpose and creates high potential for unnecessary go-arounds. As I understand it; by allowing the aircraft to land; I am in violation of the rules regarding ASDE-X alerts. But in my professional opinion; sending the helicopter around would have been needless and unsafe. In addition; I am unclear on how such instructions could be issued in practice. Must I instruct the helicopter to climb to an altitude where the radar can re-acquire the tag; modify the tag while the aircraft hovers; then re-issue the landing instructions? The automation needs to be fixed; or controllers need to be given the authority to ignore a taxiway landing alert at their discretion.




Synopsis: Tower Controller reported that the ASDE-X triggered a go around due to the helicopter not being recognized by the software.
Date: 201701
Local time of day: 0601-1200
Location: ATL.Airport, GA
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: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: B747-800 Advanced
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were assigned the RAGGZ1 arrival into ATL; approaching from the southwest. We had been told to expect a south runway for our approach to ATL. Well into the arrival; ATC assigned us the transition for Runway 26R; on the north side of the field. After making the turn to the north to join the track for the arrival; and upon turning onto the north downwind; we began to experience wake turbulence from the preceding aircraft. The winds were exactly parallel to our ground track; causing the wake from the preceding aircraft to remain on our track. Radio traffic identified the preceding aircraft as a 747-8; approximately 10 miles ahead of our aircraft. I directed the First Officer to shallow the rate of descent to avoid further encounters with the wake from the 747. It was at this time that the ATC Controller began to ask us to increase our rate of descent. I stated that we were in the wake of the preceding aircraft and that our current rate of descent was the maximum we could do. The Controller again directed us to increase our rate of descent. At this time; I asked for a vector off of the arrival. The Controller refused to give us a vector off of the arrival. The Controller again directed us to increase our rate of descent. I replied 'unable'; and; we continued our approach and landed normally. The threat in this event was ATC attempting to direct us to do unsafe things with our aircraft. Even after I had made it clear that we were in the wake of the 747 ahead of us; ATC replied that it shouldn't be a problem because we had ten miles separation; and; the aircraft ahead of us wasn't a 'Super'.


Second narrative: The Controller handed us off to the Tower and stated in a somewhat condescending tone that 'you are MORE THAN 8 miles in trail of a heavy 747.'


Synopsis: CRJ-200 flight crew reported encountering wake turbulence on approach to ATL about 10 miles in trail of a B747-8. Flight crew stated they were pressured by ATC to fly a path they were not comfortable with.