elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Haze / Smoke; 10
Light: Dawn
Aircraft: Skyhawk 172/Cutlass 172
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Other Aerial Survey
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Distraction; Situational Awareness; Fatigue
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying on an aerial survey mission. I climbed above 9;000 ft. for a brief moment in the Class B 9000 ft. shelf. I was on flight following with TRACON during this time as well. I should have just requested my cruising altitude of 10;500 ft. and picked up a clearance. It was early in the morning and fatigue played a role in this I believe. Working as an instructor and an aerial survey pilot; I was a bit run down and probably not functioning to my top caliber. I was within legal work and resting requirements; however; this incident taught me fatigue is a real thing and affects human performance. Having ADSB in the aircraft I was flying; I made sure I was clear of traffic; and there was no traffic alert given by TRACON or by the ADSB inside the aircraft. I descended immediately once I realized I went above 9;000 ft. MSL for a brief moment. During this time I was also inputting a way point into my GPS. Being on a solo mission; this taught me a lot about single pilot resource management and how a pilot like myself can easily become distracted. I now know to never multi task while navigating complex airspace. If I need to multi task; I will pick up a clearance so I do not have to worry about multiple tasks. ATC did not mention anything to me; however; I quickly descended. This was a learning experience for me and taught me how it can happen to anybody. I will use this as a learning experience for myself and my students to make sure it does not happen ever again.




Synopsis: C172 pilot reported entering Class B airspace without a clearance.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
ATC / advisory: Center ZZZ
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I had not flown for two and half months so it was time to refresh. I was flying with a safety pilot; practicing instrument approaches and takeoffs and landings at ZZZ1 and ZZZ2. At the time of the flight I did not realize this until after I sat down in the evening to relax at home. I recall after startup that I set my audio panel incorrectly and was then transmitting on my number one communication radio which was set to ZZZ Center and my number two radio set to CTAF. The mike button set for comm 1 and the speaker set to comm 2. So I was cross-channeling my transmissions. During this time we did not have the need to speak with any other pilots in the area and therefore I did not check my audio panel. I see that I was out of my element and rusty because usually I am checking squelch and verifying my transmissions with the radios when keying the push to talk button with the radio that I am using. I guess also when the Controller notifies a pilot of a communication error; we pilots tend to use them as a crutch to our errors and then make the correction. But we need to verify proper radios on our own before transmitting.




Synopsis: Pilot reported cross-channeling transmissions between Comm 1 and 2 radios.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb out [at] about 5;000 feet we received a LVL 3 alert (number 2 manifold failure).  We retarded number 2 throttle to idle; referenced the QRH; and complied with land at nearest suitable airport.  We told Departure we had to return to [departure airport]. They gave us vectors to [the] runway and we landed uneventfully. Captain was pilot monitoring and First Officer (FO) was pilot flying.  We had very good crew coordination and FO flew a nice approach and landing with all QRH and appropriate checklists completed.Number 2 air system manifold failureThese things happen (this airplane is [over 40] years old). You just have to learn to deal with them and do the required procedures in the event of a problem.




Synopsis: A widebody transport First Officer reported returning to departure airport after they experienced a pneumatic system manifold failure.
Date: 202102
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D PSP; Class E ZLA
ATC / advisory: TRACON SCT
Second aircraft: Trojan (T28)
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Environment - Non Weather Related
Primary problem: Airspace Structure

Narrative: My second report regarding aircraft from the Palm Springs area performing erratic maneuvers in the face of IFR arrivals.  Aircraft Y departed Palm Springs and terminated services outside of the PSP Delta. They proceeded to fly just north of UDD and start performing aerobatic maneuvers between 050 and 060. This aircraft climbed right in front of Aircraft X; who was cleared for the RNAV visual 31L approach.  Traffic alert was issued to Aircraft X and while the pilot did not say 'near midair'; they did say 'he's right in front of us!' and the altitudes were the same.The pilot for Aircraft X said they had to respond to two RAs for that one aircraft.The pilot of Aircraft Y may have also been in violation of FAR Sec. 91.303 which prohibits aerobatic flight within 4 miles of a federal airway (V137) and over an area of congested population.I am requesting; again; for the PSP airspace to have a Charlie or Bravo airspace.  My colleagues and I deal with dangerous situations every day that could easily be avoided by having non-voluntary protected airspace.  This is the second event in one day where PSP Tower has terminated a VFR aircraft who ultimately got much too close to an IFR arrival. A Class C/B airspace and a requirement for Tower to hand off departures to approach; would allow the radar Controller to determine if a dangerous situation is imminent.As of now; the only controlled airspace in the Palm Springs valley is the Tower's Class D. Class E airspace exists around TRM; but only prohibits flight for poor weather. This airspace is a free-for-all with half of the aircraft talking to ATC and the other half are not; and just blasting through everyone else. This needs to change.Also; the local pilots should know better than to be flying in these congested areas doing aerobatics.  The safety culture of these pilots is questionable and should be discussed.




Synopsis: SCT TRACON Controller reported re-occurring airborne conflicts between VFR aircraft executing aerobatic maneuvers and IFR arrivals into PSP.  Reporter advised they deal with these types of situations every day; which could be easily avoided by having non-voluntary protected airspace.
Date: 201511
Local time of day: 1201-1800
Location: DAY.Tower, OH
Flight conditions: IMC
Weather elements / visibility: Fog
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground DAY
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Ground; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Airport; Weather
Primary problem: Human Factors

Narrative: I was working local and ground combined. Weather at the airport was IFR with no aircraft visibility. RVR for Runway 18 was 2000 feet. Aircraft were requesting this runway for departure. Aircraft X requested taxi to runway. I taxied Aircraft X via Taxiway N to hold short of the runway. While Aircraft X was in the taxi a previous runway arrival was clear of the runway. I cleared Aircraft Y for takeoff. Aircraft X advised holding short of the runway. I cleared Aircraft X to cross the runway while Aircraft Y was departing. Aircraft X advised Aircraft Y passed over him and that his front gear was just past the hold short lines for the runway.I have no recommendation at this time. I am still trying to decipher the event and why it happened with my longevity and experience.


Second narrative: We were taxing westbound. Ground Control cleared our aircraft to cross the runway. The controller was working both tower and ground. As I approached the runway in fog my co-pilot yelled out. I brought the airplane to a stop about three feet into the runway. As we looked right I could see an [aircraft] passing overhead from right to left; about 30 feet over our aircraft. We alerted the ground controller to the runway incursion and continued on with our mission without further delay once he recleared our runway crossing.We have arranged a cordial visit to the Control Tower to see how we as pilots can better work with the controllers to prevent these mistakes in the future.


Synopsis: A Controller cleared an aircraft for takeoff at the same time they cleared an aircraft to cross the runway at an intersection. The First Officer saw the departing aircraft and told the Captain to stop. The taxiing aircraft was about three feet past the white runway edge line.
Date: 201711
Location: IAD.Airport, DC
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Pre-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Release Refused / Aircraft Not Accepted
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: Our PDC and the accompanying Uplink to the FMC did not match what ATC expected us to do after takeoff. As the attachments show; the FMC Uplink incorrectly loaded DIR SWANN DIR BROSS. The PDC even emphasized with + symbols to '+LOAD NEW ROUTE TO RBV+'; then as filed after RBV. Since loading the 'NEW' route was empathized; they clearly did not want us to fly the filed route to RBV which was the JCOBY3.SWANN transition. Knowing that this PDC system is dangerously misleading; we got voice confirmation to fly the JCOBY3.SWANN; to disregard the FMC Uplink error and the incorrect; highly emphasized; portion of the PDC. This ongoing threat would likely have flown us close to or over prohibited areas of the capitol had we followed the clearance and executed the uplinked route. Every preflight already has plenty of distractions and interruptions without this ongoing; unnecessary threat to safety.




Synopsis: Air carrier Captain reported PDC uplink to aircraft FMC was incorrect based on route required by ATC. Problem was reported as ongoing at this location.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was working Number 1 position. Approximately 25 minutes from landing; I noticed a fume smell in the cabin as I approached the first class/main cabin divider bulkhead. I called the Number 2 Flight Attendant and asked her if she smelled anything. She did; but was unsure as to what it was. We landed without incident and I informed the Captain as soon as he was available. As ZZZ Maintenance; etc.; were conducting their tests; they kept asking us to come onto the aircraft to see if we still smelled the smell. WHY WOULD YOU GO BACK ON THE AIRCRAFT; TAKE A BIG WHIFF OF A KNOWN TOXIN/EXPOSURE/POISON AND THINK THAT IT IS SAFE TO DO SO?! I did not go back on the plane except to obtain my bags. We were all; except the Captain; evaluated on scene in operations area by EMTs. No one went to hospital.My symptoms [were] light headed/dizziness; unable to complete thoughts/sentences; headache localized in the middle of forehead; burning/scratchy throat; malaise; tingling of arms and legs; somewhat general cognitive dysfunction. It took GREAT amounts of energy to focus on basic known tasks. In so much that if I had to evacuate the aircraft without assistance; I feel that I would have had difficulty due to the above symptoms. Results of EMT evaluation. My blood pressure was 147/9 over 97. My normal range is around 122 over 82-85. My blood glucose at this evaluation was in range of 107. When I was evaluated [one month prior] in the airport clinic; my blood pressure was approximately 120 over (less than 97). I have followed protocol for this event in regards to triage and medical evaluations. It was notated to us that this aircraft had at least 8 prior known incidences involving cabin odors. As well; the 'packs' and APU had recently been replaced.




Synopsis: A320 Flight Attendant reported fumes in the cabin. Captain requested Maintenance and paramedics on landing.
Date: 201705
Local time of day: 1201-1800
Location: JYO.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: PA-46 Malibu Meridian
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E JYO
ATC / advisory: CTAF JYO
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation - Altitude Overshoot
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: On an approach at JYO I was cleared for the RNAV 17 approach. When told to switch to CTAF by Potomac Approach I canceled my IFR clearance and proceeded visually (airport was in sight). Two other aircraft were in the pattern doing practice landings. During the approach I made calls as to my position inbound so as to inform the aircraft of my position. My intent was to land straight in from the RNAV 17 approach. I had just competed training in the Piper M600 and this was my first solo flight in the M600 so I preferred a straight in approach. Aircraft in the traffic pattern were also using runway 17. During the approach one of the aircraft landed and exited the runway. I landed following the remaining aircraft; a C-172; on final. Realizing that I was closing on him I slowed to practical minimum approach speed with full flaps. About a mile out I initiated a missed approach and sidestepped to the right of the runway to ensure adequate separation on the C-172 that was now initiating a touch and go. During my go-around I passed abeam (100 ft) and above (400 ft) the C-172. I made a radio call indicating my go around status and that I would maneuver to the west with intentions to enter the pattern on the east side (standard left hand pattern) of the field. During my go around I climbed to pattern altitude (1200 ft) and initiated a right turn to build space on the C-172. During my climb out I ended up climbing to 1500 ft (bottom of the Class B airspace) and immediately corrected back to 1200 ft while completing a right 360 degree turn to overfly the departure end of runway 17. I then entered the traffic pattern from a 45 degree to downwind to insure I had adequate spacing on the C-172 in the traffic pattern and landed normally.




Synopsis: PA46 pilot on the RNAV 17 Approach to JYO reported getting too close to the traffic ahead and initiating a go-around. During the go-around he entered Class B airspace momentarily.
Date: 201508
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Taxiing Light
Reporter organization: Air Carrier
Reporter function: Vehicle Driver
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was pushing aircraft off of gate for departure. Seconds after commencing pushback a van drove behind the left wing of the aircraft. When I lost sight of the van behind engine one and my wing walker on the left wing dropped his wand from the all clear signal to the stop signal I stopped my push tractor. When I pushed the brake pedal; the brakes grabbed and stopped very abruptly (a common issue with this model of push tractor). The abrupt stop caused the shear pin on the towbar to break. I informed the flight deck of the events via interphone and they responded that the parking brake was set and that they were calling maintenance for inspection per policy. When the maintenance technician arrived; he found a broken taxi lens light. The AMT spoke English with an accent that was very difficult to understand; and I was unable to act as a relay between him and the flight deck on the interphone. When maintenance management and Area Manager (AM) arrived on scene; the AMTs began removing the taxi light for replacement. The AM asked twice whether the towbar made contact with the taxi light. I responded that I did not see it make contact and would be very surprised if it was in fact the cause of the lens chip. To further complicate matters; the AMT with the difficult accent dropped the light assembly when it was detached from the aircraft; making further inspection impossible. AM and maintenance management conferred and deemed me responsible for breaking the lens; making the incident a near miss. I was immediately sent for drug and alcohol testing; which were both negative; and to write a statement with a shop steward. I feel that the classification of this incident as a near miss was the result of the AM and maintenance management's collaboration to avoid being charged with the damage that was likely missed on an arrival or departure walk around.




Synopsis: A tug driver reports stopping a pushback abruptly (grabby brakes) when a truck drives behind the aircraft and the wing walker signals stop. The abrupt stop caused the shear pin on the towbar to break and maintenance is called.
Date: 202111
Local time of day: 0601-1200
Location: P50.TRACON, AZ
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS); Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Descending on the EAGUL6 Arrival about 3 miles from the HINEY waypoint at around 8;500 feet I spotted a drone around 200 feet low come across our right wing. I was looking out my right window when I spotted the drone as we flew by it. [Hold accountable] the people that are putting our lives in danger.




Synopsis: Air carrier Pilot reported seeing a UAS while descending in Class B airspace. The flight continued normally after the encounter.