elihoole/asrs-aviation-reports huggingface dataset:
Date: 201712
Local time of day: 1201-1800
Location: HND.Airport, NV
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class E L30
ATC / advisory: TRACON L30
Aircraft component: Oil Distribution
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Distraction; Communication Breakdown; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Exited Penetrated Airspace; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was on flight following and talking to Las Vegas Approach control. During decent for final approach to KHND I noticed a small amount of fluid on the windscreen that I took to be condensation on the interior of the window. It was not. When the defroster had no effect I tried to wipe it off and realized it was on the outside of the glass. It was only a small spot and I could look around it so I continued descent. When I reduced power the spot grew larger and began to obstruct my forward view. I reduced decent rate to buy time to investigate the problem. By this time the windscreen was 70% obscured with oil. ATC informed me I had entered Bravo without being cleared and then cleared me for Bravo and asked me to expedite descend. I apologized and complied. I was able to see the airport though the side window and told ATC I had the airport in sight. They switched me to KHND tower who cleared me for straight in 35L.I was unable to see out most of the front window but I could see the blurry but bright runway lights through it. I was able to land the aircraft by looking out the side window for vertical guidance and tracking the runway left edge during touchdown.Though the entire event I could hear my instructor's voice in my head 'aviate; navigate and then communicate'. I managed to keep the plane right side up and find the airport. However; I did not communicate well enough with ATC.In hindsight I should have asked for help.




Synopsis: A Bonanza pilot reported that he entered Class Bravo Airspace after he discovered that oil was obscuring 70% of his windscreen. He landed successfully; but he laments not reporting his condition to ATC.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departing ZZZ we received ECAM 1 engine oil clogging and 1 fuel filter clogging. Contacted dispatch and maintenance control. Decided to divert to [an alternate airport]. [Advised ATC] and made normal landing. Made proper [logbook] write up.


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


Synopsis: A321 flight crew reported diverting to an alternate airport after experiencing ECAM messages advising of number 1 engine oil filter and fuel filter clog.
Date: 201411
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Dawn
Aircraft: McDonnell Douglas Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class E C90
ATC / advisory: TRACON C90
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Chicago Center was extremely busy with arrivals. I was assigned 300 knots on the WATSN 2 arrival and told to switch to 133.625. I checked in with him and did not mention the 300 knots speed assignment on check in nor did he ask. I was watching the aircraft ahead of me on TCAS get closer and closer. I called three times to confirm they still wanted 300 knots with no reply; maybe I stepped on someone and blocked the question. As our range continued to dwindle I slowed to 250. Just as we had slowed down two controllers started to harangue me about why I slowed down we were assigned 300. One of the exasperated controllers assigned me 300 knots and 7000 FT. Moments later I asked them to confirm 300 below 10000 FT and another voice on the frequency said 'no 250 thanks for asking'. We ended up landing less than 5 miles behind a 747 where we encountered wake turbulence on short final. If we hadn't slowed down when we did I think we might have been too close to the preceding aircraft and gone around.Clearly this was a stressful environment but without good two way communication. I am obliged to operate my airplane as safely as I could.




Synopsis: Mcdonnell Douglas Widebody Captain reported encountering wake vortex in trail of a B747 on approach to ORD. Speed assignment from ATC was cited as a factor.
Date: 201710
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Normal flight until descent on arrival passing approximately 9;200 for 9;000 feet. TCAS RA followed by TCAS avoidance maneuver. Transmitted event to ATC. Controller stated that it was at 8;500 feet and nothing else concerning the threat aircraft. Received a level off TCAS and we did so at around 9;300-9;400 feet. TCAS clear-of-conflict then descended to previously cleared altitude. We heard 2 or 3 other aircraft execute TCAS maneuvers during the time on the approach frequency. The Controller never warned any of the descending aircraft of the traffic conflict.




Synopsis: B757 First Officer reported his aircraft as well as others on approach to ORD received TCAS RAs for traffic which was not reported by ATC.
Date: 201809
Local time of day: 0001-0600
Location: MIA.TRACON, FL
Aircraft: Heavy Transport
Operator: Air Carrier
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: Aircraft X; was on the south arrival to Miami being worked into Runway 9 at Miami. There was a sequence of multiple inbounds to the airport. A VFR departed TMB northwest bound climbing; through 027; under the bravo; right at the edge against GRITT; and the Runway 9 ILS. Approach observed the VFR climbing into Aircraft X in the descent in the downwind and stopped the heavy's descent at 035 and bent the base turn back out to the southwest to miss Aircraft Y. The sequence was altered and dangerous because of an inadequate bravo airspace; and VFR's are allowed to be 1 ft under the glideslope of Miami's finals to all runways at 10 miles.Miami's bravo airspace was designed back in the day from its original terminal control area. It has been inadequate for years in terms of its size; protecting the finals at this airport; and protecting the VFR flying public from the abundance of large; heavy; and super wake turbulence into and out of this major international airport. Presently; all arrivals drop out of the bravo for about 1/8 mi to every runway at around 10 mi around the field; and VFR's are allowed to fly there 1 ft underneath all of these arrivals. That is extremely dangerous and unsafe and needs to change; before it's too late and lives are lost.




Synopsis: Miami TRACON Controller reported an airborne conflict with an arrival into Fort Lauderdale and a VFR just below the Class Bravo.
Date: 202112
Location: ZZZ.ARTCC, US
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
Aircraft component: Toilet Furnishing
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Incorrect / Not Installed / Unavailable Part; Aircraft; MEL
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Aircraft X.I worked the middle of the aircraft. I was pouring drinks and noticed the receptacle for waste is missing a cover. 14 CFR Part 121 requires that these receptacles have a cover for the purpose of containing flames. Two out of the four receptacles did not have a cover - IR (Inflight Report) XXXXXX was written. I wrote this same aircraft up for the same thing on DATE. (IR XXXXX1). (serial number - LP1; and LP2 have no cover).




Synopsis: Flight Attendant reported the lavatory trash receptacles in two lavs were missing the self closing flapper doors and had not been repaired when previously written up. There is no MEL relief for these missing doors; except locking out the lavatory.
Date: 201409
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
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
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: ATTENTION AIRCRAFT OPERATORS AND DISPATCHERS. THE FOLLOWING ROUTE RESTRICTIONS ARE REQUIRED DUE TO ALTRV VALIANT SHIELD 14 WHICH AFFECTS A LARGE PORTION OF AIRSPACE IN THE EASTERN HALF OF GUAM CERAP AND A PORTION IN OAKLAND CENTER OCEANIC. AIRCRAFT WHICH WOULD NORMALLY TRANSIT THIS AIRSPACE DURING THE TIMES AND DATES INDICATED SHOULD FILE AROUND THE AIRSPACE AS FOLLOWS. NORTHBOUND/SOUTHBOUND AIRCRAFT MUST REMAIN WEST OF THE SEGMENT TERYY G205 UNZ B586 KAPOK OR AIRCRAFT MUST REMAIN EAST OF THE SEGMENT 1800N 15030E 1130N 15030E. EASTBOUND/WESTBOUND AIRCRAFT MUST REMAIN NORTH OF THE SEGMENT TERYY 1800N 14525E 1800N 15030E OR SOUTH OF THE SEGMENT KAPOK JUNIE 1130N 15030E. THE ROUTES DESCRIBED ABOVE ARE FOR RNP-10 NAVIGATION SYSTEMS OR BETTER. ALL OTHERS SHOULD REMAIN AT LEAST 50 NM FROM THE NOTAMED AIRSPACE. QUESTIONS SHOULD BE DIRECTED TO THE TRAFFIC MANAGEMENT SUPERVISOR. SFC TO FL600. Approximately 90 minutes into the flight the crew contacted me with an ATC assigned Reroute. I had missed the above notam in the notam package and filed thru the closed airspace. The flight was redispatched out of the airspace via the assigned ATC reroute. This area was not active in the SABRE flight planning map page.




Synopsis: Dispatcher reports missing a NOTAM establishing restricted airspace over the Pacific Ocean east of Guam and plans a flight through the area. Ninety minutes into the flight the Dispatcher is contacted by the crew; reporting that ATC has issued a reroute around the area. This area was not active in the Sabre flight planning software.
Date: 201908
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Training / Qualification; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I was training at D54/23 combined. I noticed traffic building and mentioned possibly splitting out 23. Since myself and my trainee were on the D side; we decided at that point the best course of action was to work through it. A storm was forming to the west of SBY; and some PHL departures were beginning to deviate. We also had to feed 15MIT to the Casino sector with all PHL arrivals. About 10 minutes later we faced an onslaught of traffic; and although we shut the OOD and WHITE departures down; there were several in the air. On top of this we were working numerous pieces of unusual traffic due to the deviations. The situation got so complex that even though we tried to split out sector 23; we could not do it safely until about 15 minutes later. There were no protections in place to prevent this from happening. On top of all this; the KILMA cap was active; so we had extra traffic because of that. The entire situation that we were in; in my opinion; was unsafe and something should have been done sooner. Our FLM (Front Line Manager) did his best with the information we all had; however all actions taken were reactive because no one higher up did anything to help us out when we started reporting the weather deviations.Supposedly everyone has to watch the pre-duty weather briefing. When I watched it; the only area that they had flagged for storms was basically this area; and the area south. When there is a slight/moderate risk of severe storms; someone should have seen this and started moving traffic out of the area. I'm not saying shut it down; but lighten the volume a bit; then if the storms never materialize gradually ramp it back up. If this were a center-wide event; fine; but according to the briefing we received it was not; and the most affected area was going to be this one. There are numerous times that our area works extra traffic when other area are forecast to have bad weather; so it should have been the other way around this time. There's no reason why we should have a page and a half of flights in our URET (User Request Evaluation Tool) when every single one in the sector is deviating. That is unsafe and unacceptable.




Synopsis: ZDC Controller reported an unsafe situation relating to workload and weather.
Date: 202103
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Communication Breakdown; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While on visual approach to Runway XX and configuring; we had configured normally through gear down. The Captain called 'flaps 30' and I reached for the handle while looking at the speed. The trend indicator was well below 185 and I was too focused on the trend rather than the actual speed. I was too quick to move the flap handle. We were actually about 187 knots. We got the flap overspeed warning for about one to two seconds as our speed continued to dissipate. It was my first flight from furlough and recurrent training. I was allowing myself to rush; even though there was no need to rush at the time. I made an error of referencing the trend before the actual speed.  I also need to refresh my habit of not touching the flap handle until I have stated 'speed checks.'




Synopsis: Air Carrier First Officer reported a flap overspeed during visual approach.  It was the First Officer's first flight after being out due to furloughs.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [On] short final the nosewheel steering failed. Landed and taxied clear of runway. Towed to the gate by a super tug.


Second narrative: While performing visual [approach] we received an ECAM/wheel nose gear steering fault upon gear extension. The wind was gusting to 20 kts from the west. We were lined up on final with the aircraft stabilized at final approach speed and in the landing configuration. We opted to continue the approach and land into the wind realizing and informing tower that we may have to stop the aircraft on the centerline and may not be able to exit the runway. After landing and slowing the aircraft to taxi speed we were able to use rudder authority to exit the high speed taxiway and stop the aircraft clear of the runway. We attempted a reset per the QRH and it was unsuccessful. We contacted maintenance and operations and requested a tow in. Maintenance later informed us that one of the hydraulic solenoids had failed and would be replaced. We both agreed that since we were in a stabilized approach configuration and landing directly into the wind our greatest threat would be not be landing but taxiing. The decision was made to continue the approach and stop straight ahead and evaluate our ability to taxi once the aircraft was safely on the ground and stopped.


Synopsis: A320 flight crew on a visual approach reported receiving a nosewheel steering ECAM message on short final. Crew elected to continue landing.
Date: 202106
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Wind
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Lubrication Oil
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Dispatcher
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Shutdown Left Engine as directed by QRH. Inflight at FL380; oil temperature climbed into amber range. Oil quantity indication had dropped rapidly from 23 qts to 13 qts. After beginning QRH checklist for Engine Oil Temperature; oil temperature climbed into the red range (high 180's) which prompted the Engine Failure or Shutdown Checklist. Engine windmilled for approximately 30 minutes. [Advised] with ZZZ Center and diverted to ZZZ1; the closest airport. Landed at ZZZ1 [Runway] XXL uneventfully. Felt well prepared by training department. First Officer did an outstanding job!Cause - Metal found in chip detector.


Second narrative: At shift turnover; I was notified that Aircraft X had some oil quantity issues. ZZZ2 Maintenance put 19/20 qts. of oil on- #1 engine. Enroute at X429z; crew sent ACARS: OIL TEMP LEFT ENG IN RED BAND OIL QUANTITY STABLE AT 16 QTS. I notified Maintenance Control. While on the phone with Maintenance; Aircraft X sent a diversion notice for ZZZ1. I asked if we were advising ATC; and crew confirmed yes. Notified Maintenance Control and recovery going to ZZZ1. I sent fuel burns to ZZZ1; weather; and NOTAM for RWY XXL.  Recovery notified ZZZ1 Ramp and I notified Company Management. Flight blocked in ZZZ1 at XB07z. Crew talked with Duty Officer after blocking in. I called the Captain around XB30z and checked in with them. Notified them XC30Z ETD and to call crew scheduling back. This is the message from Duty Officer to Company management: ZZZ2- ZZZ3: At cruise; FL 380 L ENG OIL QTY decreased rapidly from 23 qts to 12 qts with L OIL TEMP rising into AMBER band. Crew complied with QRH as OIL TEMP climbed into in red band. Crew shutdown L ENG IAW QRH; and diverted to nearest filed ZZZ1. Landed RWY XXL at ZZZ1. No fuel dump. No CFR response. Crew taxied into parking and Maintenance evaluating.


Synopsis: B767-300 flight crew reported an engine In Flight Shut Down and diversion due to decreasing engine oil quantity resulting in a precautionary diversion.