elihoole/asrs-aviation-reports huggingface dataset:
Date: 201501
Local time of day: 1801-2400
Location: DAB.Tower, FL
Flight conditions: IMC
Light: Night
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C DAB
ATC / advisory: Tower DAB
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Communication Breakdown; Distraction; Troubleshooting; Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Equipment / Tooling; Procedure; Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The previous arrival reported a deflection in the runway 7L localizer when intercepting the glideslope. Aircraft X was inbound on the runway 7L ILS while DAB was below basic VFR minima. I advised Aircraft X of the previous arrival's report and watched him closely as he was inbound. I could not see him out the window because of poor visibility but saw that he appeared low on the TDW [Tower Display Workstation]. The LA [Low Altitude Alert] did not alarm but I was about to issue one anyway because of his proximity from the FAF [Final Approach Fix] and the terrain. Before I keyed the mic I remembered that our tower video map has been wrong for the past few years. The runway 7L ILS approached changed FAFs and their locations. TOMOK was the old fix that is still displayed on the map but the new fix FOLIG is in a different place. If I had issued a LA based on the incorrect fix despite the aircraft's altitude being fine; it could have resulted in pilot disorientation in IMC.This map; along with a few other TRACON maps; need [to be] updated. I have talked to our OM [Operations Manager] about the issue several times in the past and nothing seems to get done. Two TRACON maps show incorrect boundary lines with adjacent facilities which could result in ODs [Operational Deviations]. The tower map with the incorrect FAF is the more important of the maps to get corrected because it can affect aircraft at low altitudes in poor weather conditions.




Synopsis: DAB Controller describes a possible situation due to the Tower TDW [radar display] maps not showing the correct position of intersections on the map.
Date: 201207
Local time of day: 1801-2400
Location: ZJX.ARTCC, FL
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: Weather was moderately impacting the sector. Every aircraft was on a weather deviation or avoidance reroute. Shortly before this even I was becoming inundated with traffic off loaded from an adjacent arrival into MCO which had been closed due to the weather. In addition; the MCO arrivals I was working had to be issued an additional reroute to a different transition of the CWRLD2 arrival. So each MCO arrival I was receiving had just been issued bad routing which I then had to fix. I called for a D-Side for assistance and was promptly given one. At this time; my frequency was failing. I was briefed that the sector was on BUEC's (Back-Up Emergency Communication) and that the main and standby frequencies were inoperative. This is a common problem at this sector during bad weather. An alternate frequency was made available. So in the midst of disseminating weather to the aircraft; issuing weather deviation clearances; issuing reroutes that had not been properly done by previous sectors; dealing with a failing frequency and switching all aircraft to a backup frequency and accounting for all of my aircraft; I was needless to say a little distracted. A B757 was at FL300 on routing direct HATMA..GRDON.CWRLD2.KMCO the HATMA intersection lies within the confines of the GUNNEX area which is operated by Sealord and used for live-fire exercises. This area was hot SFC-FL300. Until this point all of my aircraft had transitioned on top of the GUNNEX area. The next sector noticed the B757 in hand off mode heading toward GUNNEX and asked me if Sealord had gotten a point out; which they had not. The Controller next to me initiated the point out as I issued climb to FL310. In the common event of severe weather impact; the Center needs to be able to deactivate certain portions of the warning areas on a real time basis. In addition; there was a big communications failure between TMU and FLM's to the surrounding sectors with regard to the routing's that the aircraft offloaded from the closed arrival needed to be on. Lastly; a procedure needs to be in effect so as a sector is never just on BUEC's with no reasonable expectation of the main transmitter returning to service.




Synopsis: ZJX Controller described an military airspace incursion event while operating a sector impacted by weather; heavy traffic; re-routes and frequency problems; the reporter suggesting improved TMU/FLM coordination and back up communication equipment.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Troubleshooting; Time Pressure; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The initial climb was uneventful. As we leveled off at FL330; the Captain noticed that the cabin altitude was indicating above 8;000ft; and showing a climb of about 200FPM. We asked; and were given a lower altitude from ATC. As we started our descent; the cabin altitude continued to climb. The climb rate at this point was still around 100-300FPM. We donned our oxygen masks; and [notified] ATC. We coordinated with the Flight Attendant (FA) and accomplished the CABIN DEPRESSURIZATION QRH procedure as we were descending. I informed dispatch and the company of the situation; and ZZZ was determined to be a suitable airport. The cabin altitude reached around 10;300ft at its highest point; which did not allow for the passenger oxygen masks to deploy. We reached a safe altitude; and conducted a visual approach into ZZZ without further incident. The main threat from this event was our loss of pressurization. An error would be a failure to monitor and cross check; which prevented us from detecting the abnormal cabin altitude earlier in the flight. We reacted to the undesired aircraft state and corrected the situation. This event has taught me to be more vigilant with scanning and cross checking the instruments. An improved scan would allow me to detect such a situation earlier in the flight.




Synopsis: A pilot of a regional jet reported an inability to control cabin pressurization once established at cruise altitude. A lower altitude and diversion to a suitable airport occurred. The flight landed uneventfully.
Date: 201409
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence

Narrative: On my first solo out of the area in some rough air my glasses got knocked off and got lost on the plane floor as I was flying alone I elected to fly the plane.  I was squinting hard to see the Garmin 430 I was using for navigation and I must have just not seen well enough...as I busted the 2770 ft area of the eastern edge of Phoenix Class b...if that wasn't enough as I was circling around to return to SDL I busted Gateways Class D...rough day...lesson...carry spare set of glasses.




Synopsis: Student pilot on first solo flight inadvertently entered PHX Class B without a clearance and IWA Class D without establishing communication.
Date: 201710
Local time of day: 0601-1200
Location: PHL.Airport, PA
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: Climb
Airspace: Class B PHL
ATC / advisory: TRACON PHL
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During climb out from Philadelphia International the aircraft was climbing to maintain the initial altitude when I detected an object in my left peripheral vision. We were located just east of the downtown area of Philadelphia climbing through 4;500 feet. I turned my head and saw what appeared to be a four bladed unmanned aerial vehicle just west of our path and several hundred feet below the aircraft by the time we passed abeam the object. No evasive action was required nor taken.The controller was busy communicating to another aircraft and soon as the frequency cleared I reported seeing a 'drone' just to the west of us near the downtown area. We were given a new frequency to check in with New York Center. Upon checking in with New York I was told to contact Philadelphia Approach with a phone numberAfter completing my flight I contacted to the number. I was asked what type of vehicle it was. What color I thought it was; Brown or gold color. What weight did I think it was; I thought it was large but could not say if it was 50 pounds or more and estimated it might have been 500 feet below us. All these variables were difficult to estimate since we were climbing but I did appeared to large and did not appear to move.




Synopsis: CRJ-200 Captain reported observing a UAV during climbout from PHL.
Date: 201508
Local time of day: 1201-1800
Location: RSW.Tower, FL
Aircraft: PC-12
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C RSW
ATC / advisory: Tower RSW
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Government
Reporter function: Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Distraction; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed All Types; 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: Procedure; Human Factors
Primary problem: Procedure

Narrative: I was training in the tower all positions combined. The workload was moderate with light difficulty. We were advertising ILS Runway 6 due to haze in the area. Aircraft Y checked on and was cleared to land. Then Aircraft X checks on and my trainee cleared him to land. I prompted him to issue a wake turbulence advisory. Aircraft X was 4 miles in trail when he checked on with an 80 KT overtake. I was training so my view of the data tag was not clear as they overlapped. My trainee issued the cautionary advisory. I believed there was a VA in the y scratchpad. The Aircraft Y landed as the Aircraft X was on roughly a 3 mile final. I was scanning the ground traffic; when I looked up and Aircraft X was on a 1/2 mile final and I did not observe the VA in the y scratchpad. We were essentially handed a compression error immediately; and my failure to read the full data tag led to us not taking care of the issue appropriately. By the time I had realized and the phase of flight the Aircraft X was in I felt it safer they land instead of sending them around.I discussed with my trainee we cannot provide visual separation in instances of wake turbulence. He said he had them in sight; however this does not matter. My trainee has 6 years of experience working in a VFR tower so I assumed he knew this rule. He said he observed nothing in the scratchpad but thought he was providing legal separation. In the future I will acquire all necessary data from the tag and pay closer attention to the tag to make sure the separation we are using is legal and take action accordingly. I discussed these 'outs' with my trainee. Call the traffic to the trailing aircraft and have them provide visual; or send them around if a 'VA' is not observed in the scratchpad. I will verify all information for myself instead of assuming anything; including my trainee knowing the rules.




Synopsis: RSW Instructing Controller reported a loss of separation due to the following aircraft being faster and the lack of visual separation. Wake turbulence was involved and though they could provide visual separation; it is not allowed in this instance. Instructor could not read data tag due to overlapping of tags and did not move the tags to determine if visual separation was being used correctly.
Date: 202110
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection; Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X; ZZZ-ZZZ1 needed to returned to the gate due to no bags around the HAZMAT in pit 6. Advised ramp lead to surround the HAZMAT with 15 bags. Informed ZZZ Operations and Dispatch.




Synopsis: Air Carrier Ground Personnel reported ordering taxing aircraft to return to gate to correct Hazmat configuration error.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing in IMC from FL270 to FL280 we had an abrupt loss of all systems related to the AVNX MAU 1A Failure including autopilot; autothrust; stick shaker; MCDU 1; ACARS; etc. We leveled off and started the QRH procedure and during the process we were able to recover the failed MAU. I contacted dispatcher to advise that another subsequent failure would require an emergency declaration and to prepare for a landing with half our brakes; half the spoilers; no nose wheel steering and a required tow from the runway. We didn't have another subsequent failure and landed normally where the aircraft was taken to the hangar. We tried contacting multiple ARINC frequencies while enroute and were unable to connect with either SFO or NY radio. After regaining the ACARS we were able to maintain contact with dispatch. Hats off to my First Officer for being vigilant and of great help.Failure in the modular avionics unit taking out numerous crucial systems.My main issue was with the failure taking out the ACARS and my inability to contact ARINC on multiple frequencies. I called both SFO radio and NY radio.




Synopsis: ERJ-190 Captain reported loss of an MAU (Modular Avionics Unit) that caused multiple systems failures. They regained use of the MAU after running the QRH procedure.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Failed
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was vectoring Aircraft X for a visual to ZZZ. I noticed them wandering from the assigned heading so I issued a turn. As I did that they responded they were having a problem with their autopilot. Very soon after it seemed they were losing control of the aircraft. They descended below the 030 MVA [Minimum Vectoring Altitude] and I issued a Low Altitude Alert. They responded they were a priority aircraft; with a malfunctioning autopilot. I turned on the EOVM [Emergency Obstruction Video Map] and I issued a heading to fly and altitude to maintain when able. I stopped departures at ZZZ1 as they were heading toward the departure corridor. I coordinated with ZZZ for the priority arrival. Aircraft X was able to get the aircraft under control eventually although they never climbed back to the MVA. I continued to issue vectors and eventually cleared them for an ODO [Opposite Direction Operations] arrival that was in line with their route to ZZZ. I was only able to get the minimum information available as the event was extremely time-critical and the pilot was nearly overwhelmed just trying to maintain control of the aircraft.




Synopsis: TRACON Controller reported an aircraft losing its autopilot equipment and descending below the MVA.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Hydraulic System Pump
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was starting day two of a pairing and going through the Captain's preflight setup. Out of old habits; I did a standby rudder check and found that the rudder did not move and the Low Hydraulic light (standby system) was on. I coordinated with Dispatch and Maintenance Control; and then called Contract Maintenance. A circuit breaker was found popped in the E & E bay. It was reset and the standby hydraulic pump worked normally. The standby rudder check is no longer part of the Captain's flows; sometimes I forget and revert to old habits. That was the case in this situation.  Perhaps consideration should be given to adding the standby rudder check back to the Captain's preflight flows.




Synopsis: B737 Captain reports discovering a failed standby hydraulic pump during preflight; which is no longer part of the normal preflight checks. Maintenance is called and tripped circuit breakers are found in the forward electronics bay.
Date: 201706
Local time of day: 0601-1200
Location: EHAM.Airport, 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: Taxi
ATC / advisory: Tower EHAM
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness; Distraction; Communication Breakdown; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: After landing and receiving taxi instructions which were difficult to clearly understand due to the ground controllers accent and rapid speech rate. We proceeded to taxi according to what we read back to ground control. An aircraft after landing behind us took a reverse high speed taxiway and was difficult to see due to it coming behind us at a diagonal; taxied in front [of] us forced us to stop abruptly then ground controller proceeded to chastise us about that we were supposed to have stopped and held for aircraft.Strong accent and rapid talking rate from controller with fatigue from all nighter on our part. Double question controllers.


Second narrative: Landed 36C in EHAM cleared at W3. Contacted ground control; he spoke very fast; I had to ask 3 times for him to repeat the instructions - Bravo-Quebec; hold short Quebec 1. We taxied down Delta (Delta turns into  Bravo) I was looking for the hold short point on the taxi chart. At this point an RJ had cleared 36C at W6 a reverse high speed. We were just about to W6 when Ground control asked if we saw the RJ.  I had not seen them because of them coming down the reverse high speed and due the size of the aircraft. They were taxing at pretty fair speed. Ground control then told us to stop and give way.  Ground then told us that we should have given way on our own. The ground controller could have been much clearer with the instructions and should have said to give way at W6 or to hold short of W6 if it was going be an issue.


Synopsis: Air carrier flight crew reported a ground conflict at EHAM after all three pilots misunderstood the Ground Controller's hold short instructions because of rapid; accented speech.