elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 1201-1800
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B PHL
ATC / advisory: TRACON PHL
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While flying a VFR flight to LOM; I may have entered the Philadelphia Bravo airspace without clearance. I was communicating with PHL ATC on 124.35 for flight following. I was told to climb from 3;000 to 3;500 to avoid a TFR but don't remember specifically being cleared into the bravo airspace. Normally I would verify with ATC before entering the bravo if I was unsure. However; on this flight; my GPS equipment lost the GPS signal near Wilmington and I got distracted troubleshooting it. I was a few miles into the Bravo airspace when I realized I had not double checked the clearance. I was still talking with PHL ATC and they did not express any concerns with my location.




Synopsis: GA pilot reported inadvertently entering PHL Class B airspace without a clearance due to distraction from having to troubleshoot the GPS system on the aircraft.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-7
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
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: Daylight; ceiling 10;000 ft. overcast; 30 miles visibility.Me; and [friend] who is also private pilot who was navigating; were approaching ZZZ..Approach was from the south and were on the ZZZ CTAF frequency. We made calls at 12 miles out; 5;700 ft.; at 10 miles out 5;700 ft.; as this is a choke point for ZZZ traffic from the south; entering Bravo airspace for SLC.We heard no radio reports from aircraft behind us; as we crossed this common reporting point.We were monitoring ADS-B on a Lynx system; and [friend]; on an I-pad with foreflight ads-b connection. We saw no aircraft from behind on ADS-BAs we passed about 7-8 miles out from ZZZ; at 5;700 ft.; on a heading of approximately 300; a red and white aircraft passed nearly directly overhead; about 100 ft. or less above us on approximate heading of 340.We had heard no radio communication from an aircraft behind us.There is no obstruction to radio transmission behind where we were.The pilot of the aircraft that passed over (based on his report of position) us flew northward for 1-2 minutes and then announced a 4 mile straight final for landing on Runway X at ZZZ. We could then identify him on ADS-B. He was 2 miles to the east from a straight line into ZZZ when he made his final call. We had the runway in sight and wondered what the heck he was doing.There were multiple other aircraft in the pattern or on the ground awaiting departure.The pilot of this aircraft never communicated intending to enter a standard left traffic pattern for Runway X; at what was obviously a busy airport.The pilot of this aircraft landed and requested via Unicom that a fuel truck go to [hangar] for refueling. Twice. Those transmissions were garbled and in the midst of very busy pattern traffic; and I was focusing on landing safely. Forgive me if I do not have the correct tail number.Please call me if you have further questions. These statements can be corroborated by my comrade in the cockpit with me. And the fueling logs at ZZZ.In my opinion; this pilot did not have his ADS-B on. He did not make appropriate contact with ZZZ traffic; particularly if he lives where I think he does and has a hangar at ZZZ; he should know better. He should not be using a straight in approach to a field he is unfamiliar with; and should not be doing so with this busy one he should be very familiar with; no matter who he is.




Synopsis: Pilot reported an NMAC event during approach for landing by a non-reporting aircraft.
Date: 202201
Location: CLT.Airport, NC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: At or just before reaching the final fix on the CLT JONZI2 arrival we saw momentary fail flags for GS; VPITCH; the flight plan dropped out (but left the approach in) and time and fuel calculation displays showed dashes. AP was engaged. The aircraft started to turn; reaching about 110 deg M before I got heading mode engaged. HDG was just being set to 090* per just received ATC heading instruction but I had not yet selected HDG when the turn started.In case this was a 5G issue I pressed the flight data event button. Don't know. The STAR has a 090 terminating HDG for the runway in use; which happened to match the ATC instruction just received.




Synopsis: Air carrier Captain reported autoflight anomalies on initial approach into CLT; citing 5G interference as possibly contributing.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Military
Operating under: Part 91
Flight plan: None
Mission: Tactical
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Helicopter
Reporter organization: Military
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Procedure

Narrative: This occurrence was in the TAC (Tactical) ring around the airport during a training mission. The other aircraft was an Army Blackhawk helicopter. We were at the 2600 ft. that the (Army Training Controllers had assigned us 4 miles east/southeast of the airport and a Blackhawk helicopter appeared in our immediate forward vision. Immediate action was taken by our airplane to turn to the left and exit the TAC ring to avoid a collision. Separation was lost as we were well under a 1000 ft. at the same altitude. Without immediate action a collision would have occurred. When I reported the near-miss to Radio the response was that the helicopter was in contact with Tower. We reentered the TAC ring after flying out a few miles and returned to reenter the TAC ring upon positive visual contact with the Blackhawk and radio contact with Radio. The Blackhawk did not appear to take any action to avoid us before we turned away that we could see although we were to the right and would have technically had the right of way. We didn't know that the Blackhawk ever saw us; but during communication with the Army Command on the following day it was discussed that the Blackhawk crew recognized us and made a similar complaint to the controlling facility. A temporary Tower was setup and advertised by NOTAM.




Synopsis: C172 Pilot flying in airspace controlled by a Temporary Tower staffed with military personnel reported a near mid-air collision with a helicopter.
Date: 201409
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Simple trailing asymmetrical flap problem. Trailing edge flaps split with the left flap indicating 15 degrees and the right flap indicating 18 degrees. On recognizing the problem; we took appropriate action by going around. Ran Flaps/Asymmetrical TE Checklist and landed uneventfully on Runway 25 Right using flaps 15. Made an informative PA to Customers and Flight Attendants before landing. Logbook entry was made and coordinated all post activities with Maintenance; Dispatch Desk; and Chief Pilot on Duty.




Synopsis: A B737-300 developed asymmetrical trailing edge flaps; one at 15 the other 18. The crew executed a go-around; completed the Flap/Asymmetrical TE Checklist and had an uneventful landing.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Robinson R22
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Airframe
Component problem: Failed
Reporter organization: Other Flight School
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Rotorcraft
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had just completed all run-up checks and was increasing the throttle to operating RPM.  I heard a thud from behind.  My initial thought was that a drive belt had broken.  When I looked out the door I saw the entire empennage and tail rotor assembly hanging by the rear position light wire.  After inspection the tail rotor gear box mounting bracket had broken in half and the aluminum of the tail cone had ripped and completely separated.  The tail rotor blades struck the bottom of the vertical fin and separated from the aircraft.  No one was injured.  The aircraft owner was notified and came to pick the helicopter up with a trailer.




Synopsis: R22 helicopter pilot reported empennage and tail rotor assembly separated from aircraft.
Date: 201905
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Human-Machine Interface
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was tracking the localizer back course in ZZZ at 2300 feet. Aircraft Y departed ZZZ1 southwest bound and climbing. Collision alert activated and I attempted to move Aircraft X's datablock to be able to see conflicting traffic. I was unable to move the datablock. I then attempted to disable auto offset and input the wrong entry. After correctly disabling auto offset I moved Aircraft X's datablock; located the conflicting traffic; and issued a traffic alert. Aircraft X's target merged with the conflicting traffic at the same altitude. Aircraft X stated over the frequency 'That was really close.' Aircraft Y then called for services and was radar identified and altitude verified. The restriction of datablocks while in collision alert and auto offset enabled is unsafe and will; potentially; lead to the loss of life during time critical safety situations. Remove the restriction limiting controllers from manipulating datablock position while auto offset is on and a datablock is in collision alert.




Synopsis: NCT TRACON Controller reported when two aircraft activated Conflict Alert on their radar display they were unable to separate the overlapped data blocks to issue appropriate control instructions and a Traffic Alert.
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As we were leveling off around FL200 we noticed the oil pressure on the left engine had dropped into the amber range. We monitored the situation and noticed the oil pressure steadily dropping as well as oil quantity decreasing. We got the Master Warning; 'ENG 1 Low Pressure;' and ran the appropriate QRH. That checklist led us to the Engine Failure/Precautionary Engine Shutdown QRH. Since the situation was not resolved by the Eng 1 Low Pressure checklist and engine damage was imminent (since we had lost almost all of the oil in Engine 1) we proceeded with the precautionary engine shutdown. We knew we were right over another airport and determined it to be suitable. We notified ATC; Dispatch and our Flight Attendant and executed a single engine landing at the airport.  We took off with 11 quarts of oil and landed with 2 quarts.I think we did a good job managing this event. We used the QRH and our best judgment to bring the flight to a successful conclusion.




Synopsis: When oil quantity and pressure on the left engine failed the flight crew of an EMB-145 shut down the engine; declared an emergency; and diverted to the nearest suitable airport.
Date: 201707
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B737 Undifferentiated or Other Model
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: Cargo Compartment Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through approximately FL250 we got an AFT Cargo Fire indication. I called for the QRH and we ran the checklist. We followed the guidance of the QRH and pressed the aft discharge switch. We took note of the time and informed both ATC and Dispatch of the situation. Dispatch told us that [a nearby alternate] would be the closest airport and we relayed this to ATC. We leveled around FL300 and began a descent and turn towards [the alternate]. We informed both the Flight Attendants and passengers that we would divert. We informed Operations of the situation and asked them to relay to Aircraft Rescue and Firefighting to assess the situation without opening any cargo bin until all passengers deplaned the aircraft. Once we were on Tower frequency we established communication with Aircraft Rescue and Firefighting and again asked them to assess the cargo area. We stopped on the runway to give them time to evaluate the situation. Once we were reasonably sure there was no fire; we asked to taxi to the gate. Once at the gate we deplaned all passengers before opening any cargo bin.




Synopsis: B737 Captain reported diverting to an alternate airport after receiving an aft cargo fire warning. After landing it was determined there was no fire.
Date: 201408
Location: ZZZ.Airport, US
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Troubleshooting; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; 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: In-flight
Result: Flight Crew Took Evasive Action; General Police / Security Involved
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: A male passenger went into LAV F. He flushed several times and opened the door. Flight Attendant B said; do you smell that. As soon as the words were out of her mouth I did smell it. I stopped the passenger from going to seat and asked where he put the cigarette. He denied it of course and when he opened his mouth it was as if a cloud of smoke came out. The smell was so strong. I had him stand in galley while I searched the LAV with the door opened. I opened the trash bin and pulled out the compartment. There was a bunch of paper towels and one Budweiser can (he had been drinking that). I pulled can out and smoke was coming out of the can. I called for the other Flight Attendant to get me a bunch of bottles of water while I put the can under water in the sink. I poured about 4 bottles into the can to ensure there was no possibility of a fire. He still continued to deny he did anything; but I said you were the only one drinking Budweiser and you were the only one in the LAV in the last half hour. I told him to give me his ID and go to his seat. He said 'can I talk to you?' To which I replied 'give me your ID take your seat and I will speak to you later.' Flight Attendant B notified A; who notified the Captain. Flight Attendant A made another no smoking announcement. I copied his information and filled out crewmember report of smoking. I gave him the bottom portion which notifies him that the incident will be reported to FAA. I also returned his ID. He started to say something and I stopped him. I said to him that he needed to really think about what could have happened to all of us on the aircraft because of his irresponsible and dangerous action. Had we not caught this immediately; I can't even imagine. He then pretended to sleep the remainder of the flight. The smoke detector did not go off. It should have.




Synopsis: An A319 passenger was smoking a cigarette in the lavatory but the smoke detector failed to alert. A Flight Attendant detected the odor; confronted the passenger and found a smoldering cigarette in a beer can which she extinguished.
Date: 201603
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: IMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Approximate 5 KIAS overspeed on a flaps 2 setting on final; ILS PRM 10C approach at ORD. Instructed to maintain 180 KIAS until RAYYY (FAF) by ATC. Heavy 777 wake turbulence (called by ATC to us) was a possible factor in having difficulty keeping the speed at 180 KIAS. Full speed brakes were selected as the airspeed approached 200KIAS for the first time; no relief from acceleration; went to idle thrust; speed dropped back towards 180 KIAS. I then re-engaged the auto thrust system in the incorrect order. I moved the thrust levers into the climb detent and then selected A/THR. This spooled the engines up. I then went to idle thrust; full speed brakes to stop the acceleration. The correction was too late and the speed topped out just shy of 205 KIAS. With FLAPS 2; Gear Down; and FULL speed brakes the airspeed was difficult to keep at 180 KIAS on several more occasions during the approach. We had to remain at FLAPS 2 given the 180 KIAS speed restriction until RAYYY. Once we crossed the FAF; I selected Managed Speed; the aircraft slowed to on speed and landed without incident. Ground speed was keeping us at around 140 KIAS (Approach Speed set to 131 KIAS) until short final.


Second narrative: [Report narrative contained no additional information.]


Synopsis: A319 flight crew reported a flap overspeed on approach; citing a wake vortex encounter as contributing.