elihoole/asrs-aviation-reports huggingface dataset:
Date: 201402
Local time of day: 1201-1800
Location: PVU.Airport, UT
Flight conditions: VMC
Weather elements / visibility: Clear; 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C PVU
ATC / advisory: Center ZLC; TRACON S56; Tower PVU
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action

Narrative: I was pilot in command of single engine turboprop on IFR plan; destination Provo; UT (PVU). Arriving from the east; we had been kept at a high altitude; arriving over mountains. ATC provided vectors to position west of destination airport and then we were cleared for visual approach. While turning to airport; and descending; ATC advised of VFR traffic below us and to our 1:00. We were about 3;000 feet above airport; descending; and turning to right; towards the airport.  This turn was in direction of reported traffic.   We were looking for traffic; but did not see it - probably because it was below us; and on right side of plane (As pilot I was seated on left seat of plane).   The other plane emerged close to us; going in opposite direction; on our left side and was very close to our left wing tip; at our altitude.




Synopsis: Reporter states traffic was issued by ATC and reporter had NMAC with traffic while in close proximity to destination airport.
Date: 201306
Local time of day: 1201-1800
Location: ZAN.ARTCC, AK
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZAN
ATC / advisory: Center ZAN
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Environment - Non Weather Related; Manuals; Procedure
Primary problem: Ambiguous

Narrative: Prior to reaching position DB located on Airway NCA20 enroute to ANC both the PF and I attempted to develop a strategy for engine out or loss of cabin PSI for last hour of flight in region(s) with grid MORA's of FL220 and lower but predominately above 10;000 feet. A complete dearth of information was found in the Operation Manual and in charts. We improvised with strategies including the decision point for a diversion and checking of weather at suitable airports. However; NO information or guidance is currently found in the Operations Manual nor are there charts for some airfields in the vicinity of DB before the high terrain. Further the LO and HI charts have limited information other than the presentation of high terrain in grid MORA's. The 737 now operates routinely on such routes and unlike widebody aircraft; does not have any escape route guidance of warnings.




Synopsis: A pilot flying on Canadian Airway NCA20 noted that the MORA's were 22;000 feet and lower; but his B737 did not have escape route guidance in the event of pressurization loss or other events requiring a descent.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Beechjet 400
Operator: Fractional
Operating under: Part 91
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Human factors: Workload; Human-Machine Interface
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Pitch trim failed during final approach approximately 1;000 FT-1;500 FT AGL. Autopilot was not engaged at the time. The Captain pushed and held the 'trim in/autopilot disengage' switch to prevent the trim from moving and instructed me to switch the pitch from 'NORM' to 'EMER.' The emergency trim worked sufficiently to control the airplane and we continued and landed. Upon landing and clearing the runway we ran the Emergency Checklist for 'Pitch Trim Runaway or Failure' and promptly notified Maintenance. The trim worked fine during the flight until the time of failure.


Second narrative: [Report narrative contained no additional information]


Synopsis: A BE-400XP flight crew on final approach utilized innovative actions to halt a runaway stabilizer trim and land safely.
Date: 201508
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Approaching Keating (ETG) on the MILTON 4 Arrival at FL390; we were instructed to descend to FL350 and cross ETG at FL330 and to give them a good rate to FL350.  I [verified] 350 in the Altitude window and selected Vertical Speed and 2000 fpm descent. I then [verified] 330 into the FMC for Keating. We leveled at 350 and I watched as the vertical RNP indicator approached the profile to start the descent to cross Keating at FL330. As it approached profile I selected VNAV but failed to put 330 in the Altitude window.  When the aircraft didn't start down I immediately put 330 in the Altitude window and selected Vertical Speed of 3000 fpm and speedbrakes but with only 2000 feet to lose we never caught up with the profile and crossed Keating 500 feet high.Better attention to details; however; when arrivals which are built into the FMC are altered by ATC which require intervention by the Pilots; a systemic potential for error is introduce into the operation.


Second narrative: My monitoring was affected by simultaneous tasks being performed while pilot flying was handling complying with ATC clearance. I probably should have temporarily abandoned the other duties and focused on monitoring duties only and resumed ATIS/OPC at a later time. Maybe; given our proximity to ETG and the small difference of altitude between both restrictions on this descent clearance; a choice to manage the descent ratio from 390 to 330 in a single shot instead of breaking it down into two actions/steps could have been a better course of action as well.


Synopsis: B737-700 flight crew reported they failed to make a crossing restriction when they missed a step in FMS setup.
Date: 201411
Local time of day: 0601-1200
Location: DFW.Airport, TX
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DFW
ATC / advisory: TRACON D10
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Human-Machine Interface; Time Pressure; Workload; Distraction
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Chart Or Publication; Airport
Primary problem: Procedure

Narrative: My sequence for the month of November has included an early morning [leg] to Dallas. I've flown it several times and think it warrants a comment. It's about a 40 minute flight. It's usually filed as the SEEVR RNAV Arrival. The PDC will revise it to '...intercept TUL 150/50 and then the SEEVR. Shortly after takeoff you are given runway heading followed by an ATC reroute to the WILBR Arrival. Yesterday after setting FMS up for the WILBR and checking all the crossing restrictions we were given a heading and another ATC reroute to the DEBBB RNAV arrival. We were parking on the east side of the field with a 55 minute turn. After the DEBBB was loaded and checked we were given a heading and then turned back in to FAWNT. We followed the route but were given different altitudes than the published arrival. Runway assignment was 18R but not given until just short of NCONA. Leaving very little time to put the approach in; brief it and make the crossing restriction at PHAUP which is 250@5000. Very busy with the pilot monitoring basically taken out of the loop with FMC work. This happens every leg? I think we are setting ourselves up for a problem conducting business this way. A brand new Captain paired with a new hire is going to have his hands full.




Synopsis: A B737-800 pilot addressed concern over repeated revisions to STARs and late Runway assignments by ATC inbound to DFW.
Date: 201710
Local time of day: 1201-1800
Location: U14.Airport, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZLC
ATC / advisory: CTAF U14
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Distraction; Human-Machine Interface; Workload
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was passing through the area of Nephi airport descending though 11;500 ft enroute to Provo airport (PVU). While abeam east of the airport; I noted that there was a continuous radio transmission occurring on the U14 CTAF (123.075) which was preventing an audible understanding of any aircraft using the frequency. I could tell several additional transmissions were occurring from at least one other aircraft also on the frequency; but they were completely indiscernible due to the blocking transmission already occurring. Proceeding northbound and east of I-15; I continued descent through 9;500 ft. Approximately abeam the Mount Nebo peak (6mi NE and 200 degree bearing from U14); I and passenger briefly noted some of the snowfall on the peak to our right. After returning my attention to the wind screen; I was surprised to see another Cessna aircraft; perhaps a 182; or 206 at my same altitude and opposite direction at approximately my 11 o'clock position in the windscreen and closing rapidly. He was already beginning a right hand turn and I began an aggressive right turn myself to avoid. I believe we still would have missed each other without any evasive action; but we were about 500 ft horizontal separation and no more than 50 ft vertical separation at the closest point. Close enough I could easily identify the type; color and a few digits of the tail number of the other aircraft. After this exchange; we were able to speak to each other on the CTAF over top of the interfering transmission due to our close proximity for a short time. We inquired about each other's position and intentions. The remainder of the flight was uneventful.




Synopsis: C182 pilot reported a near mid air collision with another Cessna in the vicinity of U14.
Date: 201603
Location: ZZZ.Airport, US
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: I was originally scheduled to be the International Relief Officer (IRO) on [an international flight]. We ended up on maintenance and had to do a check on one of the EEC's and thus had to do a runup. Passenger deplaned; flight attendants stayed on. [This airport] requires being towed to a remote stand for a runup. The mechanic opened the hatch at door 1L that went to the E&E compartment for a check during/after the engine runup before we were to towed; the door stayed open the entire time. It was the first time I saw it and I commented to one of the Flight Attendants (FA) and Captain how interesting it was. We ended up being towed by supertug over to the runup [area]; I went back to talk to the FA about their drop dead time since now it was a lengthy delay. A couple of minutes later and while fully stopped and before the runup; I went back to the galley to grab a quick snack and took a quick bite by door 1R. Out of the corner of my eye I saw [an FA] falling into the E&E compartment. The mechanic who was talking in the cockpit turned around [and] helped; I went by him while he was helping her get out. I immediately told the Captain what happened. We were coordinating immediately with Ground in the cockpit to get help and help arrived in about 10 - 15 min. She appeared conscious but obviously in pain. I'm not certain what the circumstances were of her falling in and why she went up the aisle.




Synopsis: B767 First Officer reported a flight attendant was injured after falling into the open E&E compartment during ground maintenance.
Date: 201502
Local time of day: 1201-1800
Location: FXE.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Challenger CL604
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Final Approach
Airspace: Class D FXE
ATC / advisory: Tower FXE
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On final to RWY27 and at approx. 1000 ft. (visual backed up by GPS27) at FXE noticed high wing Cessna crossing Final Approach Course not talking to Tower [and] not operating its transponder. So no TCAS Advisory or Resolution given. Aircraft pitch was increased; power added; configuration not changed. Near miss was approx. 75 ft. Had we not changed lateral [and] vertical track collision would most likely have occurred. Upon clearing conflict first order of business was to re-establish an on profile descent to RWY27 in order to be in position to land safely. Had we not been in a position to land safely by 500 ft. a go around would have been initiated as per SOPs [and] ACs Publications Recommendations / Requirements. Safe landing was carried out without further incident.




Synopsis: CL604 FO reported an NMAC with a high wing Cessna at FXE; reporter stated no TCAS received because the Cessna had no transponder signal.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, 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: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Time Pressure; Distraction; Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict NMAC
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Level at 9;000; Approach issued a traffic advisory of an aircraft at 12 o'clock; 10 miles; 9;300 FT descending; unverified. Traffic was on our TCAS display and the information matched the advisory from ATC. ATC then gave us a clearance to descend to 7;000. Descent was initiated and almost immediately we got the RA to descend; followed by climb and then descend again. Captain took control of the aircraft when the RA was issued to respond to the threat; at the closest point; the intruding aircraft appeared on our TCAS as a red target with '+00' directly on top of us. I informed ATC that we were responding to an RA. The threat was an intruding aircraft operating in Class B airspace apparently without a clearance because he was not talking to ATC. I do not believe the TCAS should ever be MELed. If our TCAS had been inoperative today; we very likely would have had a mid-air collision and dozens of people would have been killed; on our airplane; as well as on the ground in what is a very heavily populated area. The TCAS performed its function perfectly and I am thankful that we had it today.




Synopsis: An EMB145 at 9;000 FT in Class B airspace had a near miss with an aircraft descending in Class B without a clearance.
Date: 202009
Local time of day: 1801-2400
Location: GPT.TRACON, MS
Flight conditions: IMC
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E GPT
ATC / advisory: TRACON GPT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Time Pressure; Situational Awareness; Distraction
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
Contributing factors: Human Factors; Weather; Airspace Structure
Primary problem: Human Factors

Narrative: Aircraft X departed IFR. Weather was in the area. I knew he would have difficulty being able to cancel IFR and proceed to the airport. I wanted to get the aircraft to a lower altitude to be able to cancel to get to his destination. I gave the aircraft 1;800 feet. I was focused on trying to get him into the airport; I did not take into account the proximity to the some antennas.




Synopsis: A TRACON Controller reported they descended an aircraft below the Minimum Vectoring Altitude.
Date: 201212
Local time of day: 1201-1800
Location: CLT.Tower, NC
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B CLT
ATC / advisory: Tower CLT
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working the west final position and sequencing base traffic with downwind traffic for Runway 36L. My Air Carrier X was southbound on a left downwind level at 5;000 FT. Air Carrier Y was converging with Air Carrier X eastbound on a left base descending to 6;000 FT. I assigned Air Carrier X an eastbound heading to sequence them in front of Air Carrier Y. It appeared that the Air Carrier X had initiated a turn; partly due to the new 'fused' presentation on the RADAR scope. I have noticed that in fused mode that some targets jump around or even back up. This could lead to a false sense of aircraft movement. Feeling I had adequate spacing; I descended the Air Carrier Y to 5;000 FT to parallel Air Carrier X's course. It appeared that the Air Carrier X was not turning as initially thought and I assigned the aircraft a further turn of 060 or 070 degrees to ensure divergence. I don't know for sure if altitude separation was lost or not prior to divergence. I received no traffic alerts. I feel that the fused mode of RADAR is not able to compute aircraft position as fast as the RADAR is updating. This gives estimated; not actual positions on your display which could cause you to make control decisions on false information.




Synopsis: CLT Controller voiced concern regarding the 'fused' RADAR presentation; noting aircraft position updating is different from previous presentations; making turns more difficult to identify.
Date: 202002
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Flight plan: VFR
Mission: Tactical
Flight phase: Other Orbiting target
Airspace: Special Use MOA
ATC / advisory: Military Facility ZZZ
Second aircraft: Fighter
Reporter organization: Government
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion; Workload
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; Flight Crew FLC Overrode Automation
Contributing factors: Human Factors; Procedure; Chart Or Publication; Company Policy
Primary problem: Human Factors

Narrative: I'm writing this to make you aware of an incident that occurred in ZZZ MOA today. The incident occurred at approximately [time] while supporting [Government entity] operations in the southeast corner of the MOA. I was the pilot not flying in the right seat. We had two-way comms with the airspace controlling facility and had made them aware of our position; which they relayed to the other aircraft that entered the MOA. After being established in a 2 mile radius; right-hand orbit at 12;500 feet over that point for roughly 30 minutes; we observed a TCAS track that was approximately 7 miles away; 500 feet below; 2 to 3 o'clock; closing and climbing. I attempted to visually acquire the aircraft while Pilot Flying monitored the TCAS scope. The track became a traffic advisory at approximately 3 miles and 400 feet below; and within 2-3 seconds; a resolution advisory that directed us to not descend; then into an aural 'CLIMB CLIMB' alert. The Pilot Flying began a climb to comply with the RA at which point I visually acquired a single military fighter and we exchanged aircraft control. I reversed from the climb into an aggressive descent to avoid the fighter.  During that maneuver; Pilot Not Flying visually acquired the fighter as it passed over us (my estimate is within 200 feet). The belly of the aircraft was all we could see; so no tail flash was observed. TCAS indicated a two-ship after this; but we only visually acquired one. It's possible that the RA was generated by the other aircraft (if it was below us); or that their close in low to high maneuver prevented the TCAS from computing a proper escape maneuver. After stabilizing the aircraft; we opted to break station; depart the MOA and return to base.




Synopsis: A pilot orbiting in a MOA reported a NMAC with a fighter jet.