elihoole/asrs-aviation-reports huggingface dataset:
Date: 201710
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Night
Aircraft: M-20 Series Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Distraction; Confusion; Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Airspace Structure
Primary problem: Aircraft

Narrative: Flight conditions VFR. [In cruise]; electrical problems developed and GPS intermittently lost power. PIC made the decision to return to ZZZ. Enroute to ZZZ; GPS/Primary Comms lost all power. Comm 2 was activated. Further on; Comm 2 lost power; and transponder eventually lost power. Decision was made to land at ZZZ1 since it was apparent electrical problems were developing quickly. Flight did not continue to ZZZ because it was fully within the Mode-C veil; and transponder had lost power. ZZZ1 was chosen because it was closest and partially outside the Mode-C area. As flight progressed; aircraft lost lights and on-board intercom; creating an immediate need to land and possibly quasi-emergency situation. Flight landed safely at ZZZ1 after pilot controlled runway lighting was successfully activated by a hand held transceiver. A non-flying pilot contacted the TRACON on the ground and requested permission to enter the Mode-C area without a transponder; in the event the aircraft could be safely restarted and flown to ZZZ. Permission was granted by TRACON; though the controller seemed indifferent provided the aircraft stayed outside (under) the Class B airspace. The aircraft could not be restarted and flown; and was left at ZZZ1 for repair.




Synopsis: M20 pilot reported a loss of electrical power and diversion to an airport outside of the Mode C veil.
Date: 202201
Local time of day: 0601-1200
Location: D01.TRACON, CO
Flight conditions: VMC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; 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: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Ambiguous

Narrative: Upon arrival [into] DEN at 15;000 ft. we lost both GPS signals and transponder fail illuminated.  After notifying ATC they confirmed they had our transponder and that they were aware of the GPS failure.


Second narrative: Upon arrival to DEN at approximately 15;000'; a loss of all GPS signal with corresponding transponder fail light illumination.  Upon taxi in; GPS signal was restored and transponder resumed normal operation.  Was told by ATC that they were aware of the issue and that it was affecting all aircraft.


Synopsis: Air carrier flight crew reported failure of GPS and transponder on arrival into DEN.
Date: 201904
Local time of day: 1801-2400
Location: DAL.Airport, TX
Light: Dawn
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class B DAL; Class E D10
ATC / advisory: TRACON D10
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: Cleared for visual 13L descend to 2;000 feet was the clearance from ATC. Left 3;000 feet for 2;000 feet only aircraft on approach so there was no relevant traffic. We kept our speed up and ATC asked our speed after we leveled at 2;000 feet and I immediately thought we might be under the Class B Airspace. I saw ADS airport out the window and thought this was surely too fast. After landing I pulled the terminal chart out and saw that indeed there is a carve out for ADS at 2;000 feet North of DAL.It might be helpful to add a note on the airport page to use caution for being below Class B in this area. Not making excuses.




Synopsis: B737-700 Captain reported exceeding 200 kts below Class B airspace during arrival into the DAL area.
Date: 201902
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As we were climbing through FL250; PRESS page popped up on the Systems Display screen. The cabin altitude showed approximately 8;500 ft and was increasing. We had been cleared to climb to FL370 by ATC but we stopped our climb at FL270. As we were getting clearance to descend to a lower altitude; we got a Master Warning; along with the CAB PR; EXCESS CAB ALT; ECAM. First Officer made PA to have flight attendants take their Jumpseats. Followed ECAM procedure. The cabin altitude exceeded 11;000 ft and I believe it got as high as 11;300. The passenger masks did not deploy; nor did we expect them to in this situation. As we were descending through FL200; the cabin altitude went back into the normal range. We leveled off at 17;000 ft. Contacted dispatch and [Maintenance Control.] Briefed flight attendants and made PA to passengers. Discussed diverting with both First Officer and Dispatch but decided to continue; as long as there were no further problems with the pressurization system. Due to turbulence at 17;000 ft; we climbed up to 19;000 - cabin pressurization system operated normally. Continued on to destination with no further issues.




Synopsis: A320 Captain reported experiencing a pressurization problem during climb.
Date: 202105
Local time of day: 1201-1800
Location: ORF.Airport, VA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: Navigation Database
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While briefing the arrival and approach into Norfolk (ORF) we noticed a discrepancy between the data in the FMS database and that depicted on Jeppesen FD Pro.  The RNAV Z RWY 5 missed approach as shown in the FMS database has us going to TECHI intersection and then proceeding to the CCV VOR and holding.  The missed approach procedure as shown in the Jeppesen Approach Chart shows the missed approach as going to TECHI and then proceeding to OUTLA intersection and holding.  On this flight; we spotted the airport almost 10 miles away; called 'field in sight' and were cleared for the visual approach so not a big deal. The supplier of the FMS data needs to be made aware of the discrepancy and the FMS data updated accordingly.




Synopsis: Air carrier First Officer reported a discrepancy in the missed approach routing between FMS Data and Jeppesen approach chart to ORF airport.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Days after flight
Result: General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Accepted a Road Trip to travel to ZZZ (a non [company] city with no [company] ops) to replace 4 POBs (Portable Oxygen Bottle) and 1 IMK [Inflight Medical kit]. The replacement parts and my tools were loaded in ZZZ1 by Stores/Ramp. I was briefed to go through security and meet the crew at the airplane that was a rescue flight -no revenue passengers. After talking to crew; I was told they were waiting for clearance with a HAZMAT release to depart ZZZ1. Upon arrival in ZZZ; I was greeted by Contract Maintenance and we retrieved the replacement 4 POBs and IMK from the FWD cargo hold. We loaded the parts into the Contract Maintenance vehicle and he drove me to ramp area where Aircraft X was waiting. I replaced and secured the 4 POBs and 1 IMK. The POBs and IMK were made unserviceable and we packaged the unserviceable parts back into the original packaging and I signed off the write up in the log book and proceeded back to Aircraft X (the rescue flight aircraft). The Contract MX vendor and I loaded the old parts back into the FWD cargo hold. Aircraft X went on to perform a revenue flight to ZZZ2 and I was to return on Aircraft X reposition with the flight that was stranded in ZZZ for the previous day's medical emergency diversion. While the Captain was performing his pre-flight checks; I informed the Captain that the spent POBs and possibly IMK in FWD cargo hold are HAZMAT because of the clearance we had to get when departing ZZZ1 and that he may need to call and get the same clearance to depart ZZZ. The Captain acknowledged me and said 'thanks; that's good information.' I took my seat in the back and we flew to ZZZ1 with no interruptions. I was made aware that there was a concern with the way the parts were brought back on [date]. Cause: The pilot in command should have called for the necessary clearance/documentation if there was a need. I assumed that because the pilot continued the flight; there was no issue or that he received the proper clearance. The Captain was made aware of the HAZMAT parts before the entry door was closed and the air stairs pulled from the aircraft. Suggestions: MX is not trained on HAZMAT requirements; there should be some awareness or training for MX to know what is required. I wasn't sure; so I made sure the pilot was informed - because we had to have clearance when we left ZZZ1.




Synopsis: Technician reported the need of Maintenance Shipping/Handling training when dealing with HAZMAT requirements.
Date: 201210
Local time of day: 0001-0600
Location: LFPG.Airport, FO
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground LFPG
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Clearance
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Cleared to taxi from point 'B' via taxiways 'B' and 'F' to holding point for 08R.  Miss-interpreted taxi diagram and turned south on 'N' taxiway.  Advised Ground Control and cleared to turn north on 'N' and rejoin 'B'.  There are currently no visible airport signs that define these taxiways.  Proper signage and more attention to taxi diagram.




Synopsis: B757 Captain reports being cleared to taxi via Taxiway B and F but inadvertently turns early onto Taxiway N at LPFG.  Taxiway signage and not consulting the airport diagram are cited as factors.
Date: 202102
Local time of day: 0601-1200
Location: BKT.Airport, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Small UAS; Multi Rotor
Operator: Other remote pilot
Operating under: Part 107
Flight plan: None
Mission: Other structural inspection
Flight phase: Other All
Airspace: Class D BKT
Reporter organization: Commercial Operator (UAS)
Reporter function: remote pilot
Reporter qualification: Flight Crew Commercial; Other remote pilot
Human factors: Human-Machine Interface; Situational Awareness; Training / Qualification; Confusion
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person UAS Crew
When detected: Other after flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Manuals; Procedure; Software and Automation; Airspace Structure; Chart Or Publication
Primary problem: Human Factors

Narrative: Got to location failed to research the airspace. Was relying on the manufacture's Geo fencing to guide me with airspace. Violation was discovered by company UAS coordinator. Violation was discussed and corrective action for further use is understood. We discussed and now understand the difference between Geo fencing and the NAS. I going further; will look up airspace before flights. I will not fly in controlled airspace without proper authorization.




Synopsis: A UAS pilot reported an airspace violation.
Date: 201211
Local time of day: 1801-2400
Location: ATL.Airport, US
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ATL
ATC / advisory: Tower ATL
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Turning base for the visual approach to Runway 28 at approximately 4;000 MSL we heard a very loud pop; almost like a balloon bursting. Approach and landing were uneventful. Post-flight inspection revealed bird remains above the center windshield. No damage was noted. Maintenance was notified and aircraft was cleared to continue.The event occurred because the bird didn't get out of our way.




Synopsis: A B717 struck a bird on base leg for landing.  Post flight inspection revealed no damage to the airplane.
Date: 201306
Local time of day: 1201-1800
Location: L65.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: I was proceeding to CNO to refuel prior to returning to my home field. I was navigating VFR using the current Los Angeles TAC charts loaded on my iPad as a reference. I wanted to stay well out of March AFB airspace. Shortly after takeoff my iPad overheated and before I could refer to my backup charts I inadvertently flew through a parachute operating area. There were no conflicts. CNO advised me of this and requested I better check my charts for this area in the future. No telephone numbers were issued for me to respond further. As a professional pilot I would advise having backup charts immediately available. In the future I would better prepare myself for a flight through an area I am not completely familiar with even though the conditions are CAVOK. Also in this era of electronic devices being used such as iPads; I would take care to not let them be exposed to direct sunlight and possible overheating leading to shutdown.




Synopsis: When his primary source of Nav Data; an iPad/EFB became unusable due to heat and/or exposure to direct sunlight; the pilot of a C-182 flew through a charted and active sky diving area enroute to his destination.
Date: 201909
Location: LGA.Airport, NY
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B LGA
ATC / advisory: Ground LGA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Airport
Primary problem: Human Factors

Narrative: After arriving at the gate the Operations Agent told us we needed to call LGA Tower on the phone. The Controller on the phone told us that we needed to monitor Ground Control while on Taxiway A. The Ground Controller wanted us to give way to another aircraft. He ended up telling the other aircraft to give way to us. He was under the impression that we had left the frequency. After talking this over with the First Officer; we both concluded that we had never left the Ground Control frequency. It is possible that we were stepped on or missed the radio transmission. The frequency was very busy and the Controller was talking very fast. ATC talking slower would be helpful.




Synopsis: B737 Captain reported communication issues with Ground Control resulting in new taxi instructions for nearby aircraft.
Date: 201204
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Citation X (C750)
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working my Sector and was probably violated by Controller (Mr. Y); working the Sector next to me. C750 was APREQ'ed by adjacent Center and with bad routing; which Mr. Y approved. Mr. Y issued the proper routing; but failed to realize that would cause a conflict in the descent. Mr. Y descended the aircraft late to FL390 to go over the conflict he created with traffic at FL380; then after seeing I had an aircraft at FL400 he told the pilot to be level in 3 minutes or less. Mr. Y then was offered a break and attempted a briefing with this large issue still pending and after being queried by the relieving Controller decided to stay and finish. I heard Mr. Y mention to the relieving Controller that the aircraft had not been pointed out to my sector; and the aircraft was travelling very fast and within a minute of violating my airspace. Mr. Y then decided to stay and finish the mess he had created so he handed off the aircraft to Sector XX at FL390. The Controller at Sector XX called and requested control from me. I had no Data Block on the aircraft; but I brought it up and gave the Controller at Sector XX control. Mr. Y later called to point out the aircraft; I believe after he had already violated my airspace. The controller at Sector XX had no chance of getting the aircraft lower to comply with the crossing restriction we are required to make. The next area over had to help us out and take over to clean up this mess. This is not the first time this has happened. I honestly believe that Mr. Y wasn't aware of the airspace around him and that he had handed off the aircraft to the wrong Sector and then violated my airspace. His history of negligence on the job has shown me that I cannot trust him in any capacity. We as an area have covered up his mistakes for years and his reactionary controlling is wholly unsafe.I don't know what can be done to address this unsafe Controller; but I want there to be a record that I have talked to Management and filed reports in the past to try to bring the issue up to somebody who can make a difference. Every session his negligence makes the rest of the controllers around him work harder to address safety and traffic issues that he has created. I can't stand by and try to cover up this safety issue any longer.




Synopsis: Enroute Controller described an airspace violation and unsafe condition; claiming the Controller responsible has been identified to Management but no action has been taken.