elihoole/asrs-aviation-reports huggingface dataset:
Date: 202103
Local time of day: 0601-1200
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: Aircraft X was inbound to EKO. I issued a descent clearance to 14;000 feet and asked the pilot if he had the weather at EKO and to expect a visual approach. The pilot said he was unable to obtain the weather; so I issued him the current METAR. I also informed the pilot of the airport's location. Moments later; I observed the pilot descending. I immediately issued a low altitude alert since he was in a 13400 ft. MIA (Minimum IFR Altitude) and was descending below. The pilot immediately canceled IFR.




Synopsis: ZLC Center Controller reported an aircraft descended below the assigned altitude and flew below the Minimum IFR Altitude.
Date: 202111
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Safety Analyst
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Other Person
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At XA:15; aircraft departed without any NOTOC from cargo [department]; only 1 live animal loaded in the bulk. At XB:19; cargo department informed about 25 kg of dry ice on cargo Pallet. Fortunately; pallet with dry ice was loaded in forward hold and there was no conflict with live animal in compartment 5. Dispatch was informed about situation and a new ACARS Load Schedule and ACARS NOTOC were sent [to aircraft].




Synopsis: Air Carrier Safety Analyst reported a Hazmat was transported without providing a NOTOC to the flight crew prior to departure.
Date: 201512
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Ground Incursion Runway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Weather in San Francisco was poor with IFR conditions and landings and takeoffs on Runway 19 left and right. Rain showers; low ceilings; strong winds; and a wind shear on short final. The captain was the flying pilot and I was the monitoring pilot. The cockpit was very busy on short final due to the rapidly changing winds and having to recompute our final approach speed multiple times. After landing on Runway 19L it was briefed that we would take the high-speed taxiway Hotel to exit the runway. Taxiways Golf and Hotel are located very close together. After a very busy approach and landing to a wet and slippery runway; the Captain cleared the runway at Taxiway G instead of H. I did not immediately recognize nor catch the fact that we were exiting on Taxiway G instead of H. Being between the runways I momentarily went heads down to move the transponder to standby and put the flaps to zero. When I looked up I realized the Captain was about to go onto Runway 19R. The Captain also immediately recognized the error and applied the brakes but the nose of the aircraft continued about five or 6 feet past the hold short lines. On a dry surface we probably would've stopped behind the hold short lines; but with the wet taxiway the antiskid kicked in and we slid. No part of the aircraft entered the runway; but we were definitely past the runway hold line for 19R. The control tower subsequently cleared us across the runway and told us to contact them by telephone because the ground radar had us going past the hold short line. To add to the potential safety factor there was another aircraft that had just lifted off from Runway 19R. After getting to the gate the Captain called flight ops; notified the [Duty Manager]; Air Line Pilots Association (ALPA); the company; and called the tower supervisor.




Synopsis: B737 FO reported a runway incursion after clearing the landing runway at SFO.
Date: 201507
Local time of day: 1801-2400
Location: ZAU.ARTCC, IL
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Night
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZAU
ATC / advisory: Center ZAU
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: I wanted to refuse a routing clearance due to weather. Was direct KDPA; and Center changed my clearance to RST V117 JOT then Direct KDPA.Thunderstorms were building in the area of the JOT VOR and in the interest of safety I did not want to accept the clearance. Chicago Center threatened me with a pilot deviation if I didn't accept the clearance and being intimidated by the threat I accepted the clearance.Later got the route changed by Rochester Approach but if I would have lost communication and flew over the JOT VOR there would have been a thunderstorm over the JOT VOR when I arrived in DPA.




Synopsis: The pilot initially refused a clearance from Chicago Center for weather; but he was convinced to accept it and later was able to deviate with Rochester Approach.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: On arrival to ZZZ flying the ZZZZZ direct to ZZZZZ1 at 8000 ft. we observed what could have been a possible lightning strike. At the time we were in moderate rain on the arrival to ZZZ. No abnormal engine or instrument indications. Notified ATC and continued approach. Landed at ZZZ on Runway XXR and taxied to the gate. A log book entry was made of a possible lightning strike.




Synopsis: B787-800 flight crew reported possible lightning strike.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Citation Excel (C560XL)
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Nose Gear
Component problem: Failed; Malfunctioning
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff; we attempted to retract the gear. Upon gear retraction; the main gear lights extinguished; but the nose gear remained down and locked with a green light indication. The gear handle was placed back in the down position and we observed normal gear down indications for all gear. We diverted to a larger airport and executed a normal approach and landing.




Synopsis: CE560XL First Officer reported the nose gear failed to retract after takeoff.
Date: 201708
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Falcon 900
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing through FL360 (I believe) we heard a 'bang' and felt a vibration. Immediately following the noise and vibration the #3 engine spooled down. It did not show any N1 and ITT (Interstage Turbine Temperature) was in the red. We then went through the shutdown checklist and proceeded to shut down #3 engine. While my partner went through the checklist; I [advised ATC]. We asked for the closest airport; and knowing that [a nearby alternate] had a long runway and was close; we chose to divert there. We landed safely.




Synopsis: Falcon 900EX Captain reported diverting to an alternate airport after the #3 engine failed in flight.
Date: 202106
Local time of day: 1201-1800
Location: FNL.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZDV
ATC / advisory: TRACON D01
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Confusion; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Ground Event / Encounter Ground Equipment Issue; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: This is a recurring issue. FNL and AIA both have weather-reporting equipment on the same frequency and are only 139 miles apart from each other. Our routing typically originates east of FNL and due to ATC preferential routing; our descent into FNL typically takes us over the GLL VOR/DME.  As a result of the interference between the AIA ASOS and FNL ATIS; neither station can be understood during the initial descent. When arriving into FNL; the ATIS is unreadable until we're approximately 30 miles from the airport; and by then we're already talking to Denver Approach and usually getting vectored for an approach. Likewise; descending into AIA; the ASOS is unreadable until we're about 50 miles out. I suppose it goes without saying that changing the frequency of one of these two stations seems like the best solution; but I know that reducing the power of either station could be an option as well. Personally; while I know the aviation frequency spectrum is crowded; I really hope that an effort is made to find an unused frequency for one of these two facilities.




Synopsis: A pilot reported FNL and nearby AIA use the same frequency for ATIS/ASOS causing the radio transmissions to be garbled and unreadable. They are unable to acquire required airport information in a timely manner prior to landing.
Date: 202004
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Pre-flight
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Strong smell detected by passengers and crew. Noticed a passenger spraying walls; windows; armrests and seats. I immediately opened service door. Captain smelled it as well. [Passenger] made [the spray] from home with alcohol; etc. We notified Operations and a Customer Service Supervisor appeared. Crew was worried about it being flammable. Supervisor talked to passenger. No action was taken. Customer put spray bottle back in luggage. Supervisor took smelly wipes. Smell was so strong and crew wanted bottle removed from aircraft to ensure safety of passengers and crew; but Supervisor made the call. Smell finally disappeared during flight.




Synopsis: Flight Attendant reported a passenger brought on board a smelly spray container made with an alcohol base mixture. Passenger reportedly started spraying walls; windows; seats and armrests.
Date: 201706
Location: LVN.Airport, MN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E LVN
ATC / advisory: CTAF LVN
Second aircraft: Bonanza 33
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon departing runway 30 and turning an announced crosswind; [a] Bonanza announced approaching from the west on a VOR 12 approach. He continued to fly inside our downwind descending below our position to make a landing on 30. When he ignored my advice that he was creating a hazardous situation by continuing his unsafe pattern entry; I departed the traffic pattern to get clear of the situation.




Synopsis: C172 instructor pilot reported abandoning the pattern at LVN airport due to a conflict with another aircraft entering the pattern in an unsafe manner.
Date: 201506
Local time of day: 1801-2400
Location: PDX.Airport, OR
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
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented
Contributing factors: Procedure; Manuals
Primary problem: Manuals

Narrative: Descending via the HHOOD3 into PDX; Seattle Center asked us what our airspeed was.  We told them 300 KTS. They asked us to slow to 270 and we complied.  A few minutes later they asked us to slow to 250 and we complied.We then heard them ask another flight if they saw any kind of speed restriction on the HHOOD3 about 280 knots.  They said they didn't see it.  We also re-examined the arrival on our iPad and didn't see it either.  We told ATC that we also didn't see it.  They then wondered if it wasn't yet published on our revisions. ATC further stated that we were the second company flight that day that didn't know about the 280 knot restriction.  ATC then handed us off to PDX approach. We decided to look again and finally saw the note on the right side of the page.  We had been looking in the wrong place (top and bottom).  It said; 'turbojet aircraft descend via Mach number until intercepting 280 KTS; maintain 280 KTS until slowed by the STAR.'  By that time it was too late to call Seattle Center and apologize. Landed without incident; but Captain Young called on the ground to track down Seattle Center's phone number so that we could apologize for our oversight.




Synopsis: A large transport flight crew reported missing a speed restriction note on an arrival page in their iPads. They exceeded the published 280 knots published speed restriction. ATC asked another flight on the frequency if they saw the note and they replied that they did not see the note either. ATC stated that there was another flight that day that did not see the note.
Date: 201903
Local time of day: 1201-1800
Location: X52.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Climb
Airspace: Class E X52
ATC / advisory: CTAF X52
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: Glider departed X52 grass runway 18 and was under tow during glider training flight to a release altitude of about 1;000 feet AGL. Transition pilot was in front seat handling tow under supervision of CFI-G. After departure tow plane continued climb while turning to north heading. Not more than one statue mile east of X52 and about one statute mile west of VRB Class D boundary; a single engine low-wing powered plane with tri-gear passed directly overhead of our glider; coming over us from our right side; from about 2 o'clock. For the very brief observation period it showed no sign of evasive maneuver or recognition of our glider. My estimate was 100 feet vertical separation; directly overhead. Because of the momentary view and poor angle; I was unable to read N-number but the plane was mostly white with a narrow trim stripe on the side. Immediately after it passed over I glanced at the altimeter and noted slightly above 800 feet AGL. I asked the [pilot] in front seat to note the time. The tow pilot was unaware of incident based on our radio exchange. We assumed no airplane had departed VRB. No response from the airplane after my radio call (122.900) asking if pilot had seen us at any time. Glider tow and flight continued uneventfully.VRB is about 7 miles west of X52 and less than 5 miles from ocean waters. The glider [pilots] advise VRB Tower by land line or Tower frequency the start-stop plan for X52 glider ops each day; and Tower includes this advisory on ATIS. Nonetheless it is almost a daily routine to see 1-2 aircraft pass directly over X52 between an estimated 1;000 - 2;000 feet AGL; usually on east or west headings. At least one training school provides student pilots with training aids identifying a 'marshalling' point landmark shopping center less than ½ mile east of X52; despite informal requests from [glider pilots] to move such point to 2 miles north of south of X52. There is essentially no communication heard on X52 CTAF 122.900 even when such airplanes are passing overhead below 2;000 feet AGL. There is also belief that many student power pilots are uncomfortable with their English language skills.




Synopsis: Glider pilot reported an NMAC with a small powered aircraft while performing training exercises.
Date: 202001
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Aircraft: Beechcraft / Beech Aircraft Corp Undifferentiated or Other Model
Flight plan: VFR
Flight phase: Cruise
Airspace: Class E ZDC
ATC / advisory: Center ZDC
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I accepted a hand off on Aircraft X from GSO approach. He was flying from INT to IPT; VFR/035. Sector traffic was light at this time. When I handed him off to ROA approach; sector complexity had increased. I had an aircraft on approach into DAN. A previously issued restriction to an aircraft landing GSO had to be amended when I received traffic for him from ZTL. In addition multiple departures when coming out of the Washington Metro Area. When I attempted to transfer communications to ROA; multiple aircraft were calling and I don't believe he heard the change request clearly. Shortly afterward he asked me if I had seen VFR traffic for him and that he almost had a mid-air collision. When he said that; I had seen the target that was now behind him. He then asked for the correct ROA frequency.I was working on a big sector range to cover my airspace. This does minimize my view of the areas where VFR targets are more prominent. Working on a smaller range may be possible. There was a short burst of IFR transitional traffic that took my attention away from VFR traffic. A CPC D-side may have helped in this situation. Possibly knowing of a short burst in traffic volume may have helped.




Synopsis: ZDC Controller reported an NMAC between an aircraft under ZDC's control and an unseen VFR aircraft.