elihoole/asrs-aviation-reports huggingface dataset:
Date: 201509
Local time of day: 1201-1800
Location: WSJC.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center WSJC
Second aircraft: Fighter
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: In the descent at Toman intersection; we received a TA (traffic advisory). Our clearance was to cross 45 nautical miles prior to Hosba intersection at FL140. Airspeed was 290 Kts; with the speed brakes fully deployed to meet the restriction. Shortly after that we received an RA (resolution alert); which started as basically flying level flight to a 2000 fpm climb; followed by a 2000 fpm descent. We advised Singapore ATC of the TA and the RA. We also advised ATC that we were following the TCAS RA instructions and that we were unable to comply with the ATC altitude clearance. Visual contact was established with an Indonesian fighter; just off to the right of our aircraft; at the same altitude and close enough to see the pilot clearly. We had been intercepted by at least 2 Indonesian fighters (at least one behind us also). The fighter that we had visual contact with; appeared to be an SU-27. We established radio contact on 121.5 with the fighter. He advised us that we did not have permission to fly in Indonesian airspace. I told him that we were operating on a filed flight plan; with diplomatic clearance to fly in Indonesian airspace. He kept repeating that we did not have permission. I replied that we did and repeated what I said before. I think my exact words at that point were; back off; we are proceeding to Singapore. Shortly after that the fighters left and we proceeded to Singapore and landed.  We need to find out what is going on with Indonesia. We heard another N registered US military flight get intercepted with a very similar dialogue that took place. That flight was going from WSAP to the Philippines. I spoke with Singapore ATC on the telephone. They said there is a big increase in unidentified traffic; which I'm assuming is Indonesian fighter traffic. We were on our flight plan and did have a current Indonesian over-fly number.




Synopsis: Air carrier pilot descending into WASP reported a TCAS RA caused by two Indonesian fighter aircraft that ordered the flight to leave Indonesian Airspace. The reporter stated that he is on a filed flight plan; has an Indonesian overfly number; and is proceeding to WASP. The fighters broke away.
Date: 201812
Local time of day: 0601-1200
Location: HOU.Airport, TX
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B HOU
ATC / advisory: TRACON I90
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was Pilot Flying on flight to HOU. We were cleared to descend via the KIDDZ 3 Arrival; landing Runway 31. I believe around the KIDDZ intersection; we started to encounter mild wake turbulence from Company aircraft approximately 10 miles in front of us. I went into the FMC and programmed a .1L offset to stay out of his wake. I did not enter a start or end waypoint for the offset. Sometime later; we received a message stating end of offset. At GLUVR intersection; we received a route discontinuity and the aircraft went into the roll mode I believe. My First Officer immediately re-entered the arrival with the next intersection; CRSTY. By that time; ATC gave us a 090 heading and mentioned that we were just south of the course. We informed him we were turning back and we were given direct to VILLI intersection and resume the arrival. Rest of flight proceeded normally.I failed to enter an end of offset waypoint which led to the aircraft deviating from the assigned route. I've used the offset function many times in the past and honestly don't remember having this ever happening. My First Officer was fairly new and had never used the offset function; so he was relying on my entries to be accurate; which they were not. I'll be sure to take my time and understand what I am selecting and executing the next time when making entries into the FMC.




Synopsis: B737-700 Captain reported a track deviation occurred during a route offset to avoid wake turbulence.
Date: 202003
Local time of day: 1201-1800
Location: BTV.TRACON, VT
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON BTV
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft was instructed to climb because they were not comfortable accepting a visual approach. After giving a vector to take them out towards final; the rate of climb was slower than expected and the aircraft entered a higher MVA at a lower altitude. Was thinking of a rule that applied to departures.




Synopsis: BTV TRACON Controller reported issuing a climb to an aircraft; the aircraft didn't climb as well as the Controller thought it would and ended up in a lower MVA.
Date: 201912
Local time of day: 0601-1200
Location: LGA.Airport, NY
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZNY
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: While on the KORRY 4 Arrival into LGA; the aircraft crossed 1000' high (at 11;000' MSL) passing KORRY (published altitude is 10;000' MSL). This was due to an un-executable clearance change given by ATC to cross BRAND (fix 5.3 NM prior to KORRY) at 250 knots. The Crew attempted to comply; but this was an un-executable clearance change due to speed; altitude; and distance limitations. Prior to being given said speed restriction at BRAND; the aircraft was established on the proper vertical path while complying with the previous ATC directed speed of 300+ knots (aircraft was established at 310 knots). The new clearance/speed restriction for BRAND was given approximately 10 miles prior to BRAND. Immediately after updating the FMC with the new speed and beginning execution to comply; the Crew recognized the aircraft going well above the required vertical path to cross BRAND at 250 knots; then cross KORRY at the required 10;000' MSL. The Pilot Flying made every reasonable attempt to slow the aircraft to meet the 250 knots restriction at BRAND and then cross KORRY at the published altitude. Due to ATC radio congestion; the Pilot Monitoring was unable to request for relief to either restriction. ATC needs to give clearance changes such as these well prior to the applicable fix and consider including relief to subsequent altitude restrictions is clearances are given late.




Synopsis: Pilot reported receiving clearance too late to comply with the speed and altitude restrictions given and unable to request relief because of radio congestion.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Antiskid System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: After go around for anti skid failure caution an emergency was declared. On an intercept but not yet cleared for approach ATC had kept us high to go over traffic. I selected ILS with autopilot engaged. We were cleared to descend to 4;000 however glideslope captured and descended to 3;550. Both pilots were looking for the traffic that ATC was calling. We then noticed altitude deviation and ATC called at the same time. We were then simultaneously cleared for the approach.


Second narrative: While on radar vectors for a visual approach the ILS mode was selected prior to approach clearance. The aircraft captured the glide slope and deviated from the clearance altitude. Pilot flying and pilot not flying were both looking outside for traffic called by ATC and missed the altitude change until the aircraft had deviated as much as 400 FT.I will make a better effort to monitor mode control panel selections when acting as pilot not flying. When acting as pilot flying I will verbalize my MCP selections to the pilot not flying; at least during high workload situations; to facilitate his/her monitoring duties.


Synopsis: An MD80 flight crew; during an approach following a go around for an antiskid failure caution; armed the ILS for approach before receiving clearance. An altitude excursion was the result.
Date: 201501
Local time of day: 0001-0600
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Failed to level off at FL310 and caught error at about 30;650. First Officer failed to reset alt to standard after putting in field altimeter. Advised ATC we were about 350 feet low. Cleared us for descent via at that time.




Synopsis: A319 Captain describes an altitude deviation caused by the First Officer pulling the baro set knob to set QNH and forgetting to push it back in for QNE. This results in a 350 foot overshoot while descending to FL310.
Date: 202012
Local time of day: 0601-1200
Location: MEM.Airport, TN
Weather elements / visibility: Wind
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B MEM
ATC / advisory: Tower MEM
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We were established on final a few miles outside of the FAF. All was as it should be. We were stable on the localizer at 170 knots with flaps 15 autopilot on. Winds were 210 at 50 knots; steady. In a split second we went from straight and level to a left hand bank I'm guessing 20 degrees maybe more and the hook came up and we got a momentary stick shaker. As it happened I added power as we rolled wings level. We were about 20 degrees off heading; but the autopilot recovered to intercept the localizer; and we never lost any altitude. Like I said; it happened so quickly and recovered that I saw no need to disconnect the autopilot. We re-intercepted the localizer followed by the glide slope and shot the approach with no other concerns. I'm not sure if the winds were the reason or we hit someone's wake turbulence. I'm guessing it was wake turbulence. [Cause:] not sure - perhaps wake turbulence. The winds were strong but steady. 210 at 50 knots at 3000 ft. Perhaps ATC had us too close; but as I recall my traffic was a 757; 7 miles ahead; maybe it was wake from a plane on the parallel runway.




Synopsis: B767 Captain reported encountering probable wake turbulence on approach to MEM.
Date: 201701
Local time of day: 1201-1800
Location: LAX.Tower, CA
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Handoff / Assist; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Workload; Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; 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; Procedure
Primary problem: Procedure

Narrative: Was working LA2 (Local Assist) during a very busy time. FIXIT departures were on; requiring additional in trail spacing; which was adding complexity to the already busy traffic. I had a sequence set for Aircraft Y off of SMO but when I requested release from Malibu sector they were overwhelmed and needed to call me back. Meanwhile the FIXIT departures were canceled and we went back to regular spacing; which changed the sequence again. Instead of giving SMO a '1 min heads up' for departure I told them it would be a while because I was waiting for Malibu to call me back. SMO holds all departures back from the runway due to noise and pollution restrictions at their airport; we give them the 1 min warning so they can taxi the aircraft out to be ready to go. We had one last departure rolling when Malibu called and released Aircraft Y. I released Aircraft Y off of SMO thinking the aircraft would still need to taxi out for departure. But both aircraft ended up airborne at the same time. Just under 4 miles apart. In the future I will verify with SMO where there aircraft is to ensure separation.




Synopsis: LAX Tower Local Assist reported releasing an aircraft off SMO. There was a loss of separation between it and a LAX departure.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Weather elements / visibility: Rain; Thunderstorm; 6
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Departed [a] regional airport and was vectored around areas of thunderstorms and precipitation. Step-climbed up to requested altitude of 8;500 while passing through occasional rain showers. As cloud tops began to build; I requested a climb to 10;500 feet. Upon reaching 10;500 feet; I noticed my airspeed start to decay; indicating [the engine] was not producing enough power. I advanced the throttle to full power which helped the situation. In order to expedite the climb; I also attempted to adjust the props. It was during this time that the airplane lost power to the right engine.I went through my emergency procedures; but opted not to shut down the right engine since I had plenty of altitude to attempt a re-start and look for reasons why this occurred.I told ATC that I had lost my right engine; and initiated a descent.... During the descent; power came back to the right engine.I landed with no further issues.I had a mechanic examine the aircraft the next day; and it was determined that water infiltrated into the fuel tanks. The mechanic suggested replacement of the fuel tank gaskets at the next opportunity.The mechanic also performed some ground run-up tests and downloaded the engine performance data from the JPI-760 which further supported normal engine operations.




Synopsis: C310 pilot experienced loss of power in the right engine after climbing through rain showers. Power returned to normal during descent and was subsequently attributed to water contamination of the fuel due to faulty tank gaskets.
Date: 202101
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: After going to the bathroom to clean my teeth; for a split moment; I forgot to put my mask back on.  I realized it quickly and put it back.  I don't think anybody realized it as most passengers were resting. It was a human mistake and I corrected it right away. It was a moment of forgetfulness.




Synopsis: Flight Attendant reported briefly forgetting to put the face mask back on after departing the lavatory.
Date: 201710
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: Widebody Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Fatigue; Situational Awareness
Anomaly: Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Arrival DYAMD3 briefed and ILS 28R briefed. Verified all altitudes and speed constraints prior to brief. Speed assignment of 250 kts given for traffic. Speed entered into FMC and a discussion of the speed constraints on arrival because the initial two are 280. We opted to leave FMC with input values of 280 instead of changing. Cruise altitude FL360 and given a descent clearance to FL320 and executed by DES NOW prompt in VNAV PATH. A descend via clearance was given and 8000 set in window. Another discussion on setting of airspeed ensued as the FMC would not accept 250 kts over the hard coded 280 kts at LAANE. However; 250 kts was entered at FLOWZ and therefore allowed the FO to enter 250 kts at LAANE. I visually saw the input from the FO on the FMC. During descent on DYAMD3 encountered wake from a heavy which turned the autopilot off. FO re-engaged autopilot shortly afterwards. We were also given the Quiet Bridge routing to RWY 28R. I visually noted the change on the DEP/ARR page that the FO had input; only the approach was changed with transition of ARCHI. I did not check the legs page as I normally do; fatigue; and reverify the route/speed/altitude. NORCAL approach 128.32 queried when we were going to descend from FL250. I visually checked FMC and saw 250/FL250 over FLOWZ and referenced the chart which is FL190 to 14000. Then radar vectors in a box pattern to get to correct altitude. No further problems. We debriefed and could not identify the exact cause of the error to prevent future errors.




Synopsis: B737 Captain reported they failed to make a crossing restriction on arrival into SFO. Fatigue and distraction from a wake turbulence encounter were cited as contributing factors.