elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Aircraft component: Parking Brake
Component problem: Malfunctioning; Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Communication Breakdown; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Engine start after pushback
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: We were pushed back from the gate; I was starting the engines and the Captain was communicating with the push back crew. The brakes were set and after start check done. We talked about the takeoff data as it was unusual; requiring flaps 20 and packs off. Both of us were heads down looking at performance data for our planned unpressurized takeoff. I happened to look up and noticed we were rolling forward; announced we were rolling and simultaneously went for the brakes. The Captain also applied the brakes. The stop was not violent; but firm enough to knock a few of our flight attendants off balance. We called and checked that the passengers and flight attendants were all OK prior to taxiing. We took off and during the flight were informed that one attendants knee was hurt and that she was unable to walk well and sat for the duration of the flight.




Synopsis: With both pilots involved in post pushback activities they failed to note their B757 was rolling forward during engine start. When they both applied brakes to stop the movement several flight attendants lost their balance; one of whom during the flight suffered knee pain forcing her to remain seated for the duration of the flight.
Date: 201507
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had been level at FL350 on AR-16 for several minutes. Approximately halfway between EMCEE and SEELO on AR-16 another jet flying south passed over us at what appeared to be less than 1;000 feet. There were intermittent clouds and then by the visual reference; the jet appeared to be a Hawker and approximately 6-800 feet above us opposite direction. We encountered the jet wash from it. Immediately after we contacted ATC asking if they had any aircraft flying in our vicinity. The Controller responded: 'No; there are no other aircraft in your vicinity.' We then stated that a jet had just passed over us at what looked like 600 feet or so. ATC stated: 'Standby'. When ATC called next; their statement was: 'Describe the aircraft?' Our reply: 'It appeared to be a Hawker or possibly a Lear 60.' They replied there were no aircraft that they see flying on the route or near us. We continued the flight as there was no sign of any damage to our jet. However the jet flying south on AR-16 which is noted on the High Altitude charts as a north bound route has us questioning how and why this aircraft was flying in this manner. Please review and process when feasible as this is in our opinions an unsafe manner to operate in high altitude oceanic environment.




Synopsis: CE-525 Captain reported observing an aircraft at approximately FL356 in Atlantic Oceanic airspace that was apparently not in contact with ATC.
Date: 201909
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out from ZZZ; we were unable to get the landing gear to retract. We tried multiple times. Attempted to contact Dispatch/Maintenance Control but was unsuccessful. Decided to divert to ZZZ1. Had normal approach and landing.




Synopsis: An Airbus 319 Captain reported a failure of the landing gear to retract normally; resulting in a diversion to a suitable airport.
Date: 201509
Local time of day: 0601-1200
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Flight phase: Descent
Airspace: Class E ZNY
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were inbound to BEUTY intersection on the Milton Arrival at 10;000 feet/300 KIAS as assigned by New York Center. Radio traffic indicated that there was a parachute jump aircraft in the vicinity of BEUTY at 12;500 feet VFR. He was in communications with New York Center. As we approached the intersection; the pilot of the jump aircraft announced that his jumpers were away and asked Center for instructions to begin his spiral down. At this point I noted a Traffic Alert hit on the jump aircraft at 12 o'clock; inside of 2.5 miles and 1;600 feet above us. The next hit which was mere seconds later was +200 and less than 1 mile. At this point I acquired the aircraft visually and he appeared to be rolling out at our 12 o'clock position and co-altitude; opposite direction. I immediately disconnected the autopilot and began an aggressive climbing right turn to avoid a midair. As I did so we received a 2000ft/min climb RA. As I complied with the RA; the Pilot Monitoring announced our TCAS climb to ATC. At our nearest point; it appeared our aircraft came within 100 feet altitude and 1/2 mile laterally. In my estimation; a midair would've most likely occurred without our evasive action. New York Center was advised of our intent to file this report and I advised the [company] upon landing so that other inbound aircraft would be made aware of the threat on the Milton arrival.


Second narrative: We both spotted the aircraft in a steep; left spiraling descent directly ahead of us. At this time the Captain and I both announced that we needed to turn right. I began to call ATC and alert them to our lateral deviation. The pilot flying had turned off the autopilot and began the turn. At that time we then received a TCAS resolution to climb at 2;000 fpm; which the FP initiated. That climb alone would have caused the aircraft to pass even closer than we did. The turn to the right is what gave us the greatest amount of separation.


Synopsis: A flight crew reported an airborne conflict with a jump aircraft on arrival to LGA.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was towards the end of a training flight with a student. We had been in the practice area performing the typical pre-solo training maneuvers. We decided to come back to the airport to practice some touch and goes. We were on our 5th touch and go; and had just announced our intentions of a full stop terminate. We turned right crosswind for Runway 17R to follow our sequence traffic at ZZZ. We leveled our wings; looked for traffic; and began our turn to downwind. Upon leveling the wings; my student said 'WOAH!' and pointed to an aircraft approximately 100 feet off our right wing at the same altitude; on a converging course. I took evasive action and pushed the yoke forward as hard as I could. The Bonanza appeared to have no idea we were there. The aircraft passed above us at no more than 10 feet; nearly hitting the top of our aircraft.I made a radio call to Tower to let them know of what had just happened. The Controller came back and asked the Bonanza 'What happened to you following the Archer?' The Bonanza pilot responded with 'I lost sight of them.' Tower told the Bonanza pilot that he needed to let them know if he lost visuals on an aircraft. We terminated the flight without further incident.After departing the airport; I called [the] Tower to inquire of what had happened. I talked to the Controller who instructed the Bonanza to follow us in the pattern. It appears that the Controller then focused his attention on the arriving aircraft. He did not catch the Bonanza turning early. The Bonanza seemed to have lost our position and rather than announcing that to Tower; he decided to just turn. I believe he had no visual reference to our aircraft in the pattern; causing a near miss.I believe that my action of taking control from my student and immediately beginning a rapid descent is the only thing that resulted in a safe outcome of this situation. If no action would have been taken; we would have collided mid-air; resulting in a very serious accident. The decision of the Bonanza pilot to turn without seeing his traffic to follow caused the situation.




Synopsis: PA28 flight instructor reported a near midair collision on downwind leg for landing.
Date: 201704
Local time of day: 1201-1800
Location: VNY.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class C BUR; Class D VNY
ATC / advisory: TRACON SCT; Tower VNY
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure; Communication Breakdown; Human-Machine Interface
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure; Company Policy; Airspace Structure
Primary problem: Airspace Structure

Narrative: Busy day at VNY. Runways 34 in use. I waited 15 minutes for a flight following clearance; then about a 5 minute wait in line for takeoff. When I was given a takeoff clearance they voided the entire flight following clearance; and I was issued left traffic. Once in left downwind I was told to proceed to the 'Encino Reservoir' and then 'Griffith Observatory' visually and switch to TRACON frequency. Tower also directed me to a SCT frequency which I may have flipped with the original issued. TRACON said I had the wrong frequency though I'm not sure it wasn't the one the Tower gave me in the air. As well; TRACON said I was in BUR Class C airspace. I have 3 WAAS moving maps in the plane and I was outside. In any event TRACON was not happy. I was not happy. There was just no happiness that afternoon.The eastbound route out of VNY to the south side is psychotic. Unless you have rockets attached to your aircraft you cannot climb above the Class C surrounding Burbank.  VNY Tower restricted me to 2500 feet MSL so there's truly a zero chance of climbing over the BUR Class C. That leaves a very narrow corridor in which to navigate between the Burbank Class C and the Los Angeles Class B until you get on frequency with TRACON. When you get a beautiful weekend VFR day; you just can't break into the TRACON communications in a reasonable time.Tell VNY Tower it's really not nice to void a clearance when an aircraft is rolling for takeoff on the active. I know very well that VNY is an incredibly busy tower. But on this day there were numerous opportunities to depart VFR aircraft just sitting at the side of the runway. My home airport seems to be able to get aircraft out much more efficiently. Usually with a 'line up and wait' directive from the tower. Perhaps VNY is not allowed to do this by some protocol; but it sure would have helped if they could.




Synopsis: Cessna 310 pilot reported TRACON advised him he had entered BUR Class C airspace.
Date: 201703
Local time of day: 1801-2400
Location: BUR.Airport, CA
Flight conditions: Marginal
Light: Night
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C BUR
ATC / advisory: Tower BUR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While flying into BUR; was assigned Runway 33 due to high winds out of the north. Initially we were assigned the RNAV but we communicated we did not have the charts and were then given vectors. After being cleared by approach for the visual; I dialed in 2200 feet which was Traffic Pattern Altitude for the field. As I started the descent on the heading given for a base by ATC a 'caution obstacle' alert was announced. I immediately disconnected the autopilot to stop the descent; added power to climb; and turned the aircraft more towards the final leg away from last given heading since we were cleared for the visual. As I made the turn away from said obstacle; the first officer made an observation there was an antenna in close proximity. We continued to a stable final approach to landing and landed without further incident.




Synopsis: Air Carrier Captain reported receiving an obstacle alert during descent on a night visual approach to runway 33 at BUR.
Date: 201409
Local time of day: 0001-0600
Location: VNY.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Learjet 35
Operator: Air Taxi
Operating under: Part 135
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Taxi
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We departed when the airport control tower was not in operation.  The non flying pilot received an IFR clearance via a phone call to SoCal approach After departure; on our first communication to departure; ATC questioned us about our flight status.  ATC asked if we departed VFR.  The pilot monitoring had responded that we had departed IFR.  ATC responded that we did not receive clearance to depart IFR and must have departed VFR.  After this short conversation with ATC at the time no further action was taken and we continued our flight as planned. The pilot monitoring stated while receiving clearance for our flight he had not received any instructions to 'hold for release' or a 'clearance void time'.  The pilot monitoring simply received an IFR clearance without any restrictions. PIC needs to verify clearance on the ground.  If a clearance void time has not been given a return call to the controlling ATC facility must occur to verify we do in fact have a current valid IFR clearance to depart.


Second narrative: I obtained IFR clearance via the phone prior to start up. We taxied out for departure and took off and called approach in the air. SoCal questioned us about our flight status asking if we were VFR or IFR. I responded that we had departed IFR and that we were climbing to our assigned altitude. Approach said we had not received IFR clearance so we must have departed VFR. After this initial questioning; no further conversation concerning the clearance took place and we continued the flight as planned. While receiving IFR clearance; I was not given a 'void time;' a 'hold for release;' or any instruction to contact approach prior to departure for further clearance. Both pilots should discuss the retrieved clearance from ATC to make sure no errors in the field plan were found and to also make sure all required information has been obtained necessary for departure.


Synopsis: Learjet 35 flight crew reports receiving an IFR clearance via phone for an early AM departure; prior to engine start; and departing. ATC questions the crew about their clearance status; stating that they must be VFR because they are not IFR.
Date: 202005
Local time of day: 0601-1200
Location: TYQ.Airport, IN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class C IND
ATC / advisory: TRACON IND
Aircraft component: PFD
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During an ILS instrument approach to TYQ RNW 36 we lost the Primary Flight Display (PFD) resulting in loss of data from GPS temporarily.  The aircraft was positioned parallel to the Class C airspace of IND in a position I believed to be just north of IND Class C by reference to visual points on the ground.  I instructed the student to fly 10 degrees further north of the Class C airspace.  After reset of the PFD my flight track showed on the northern edge of the Class C IND airspace at 2700' MSL.  My command to turn further left to a heading of 080 had us clear of Class C.  I believe we may have been inside Class C airspace by approximately .1 to .2 nm for approximately less than 1 minute.  I had visual reference to a light twin about 600' below and 1-2 mi east of my position on an approach to EYE. We had no traffic advisory and no separation standards were compromised. We proceeded to TYQ without incident.




Synopsis: Instructor Pilot reported an airspace violation related to loss of the Primary Flight Display and GPS data.
Date: 201712
Local time of day: 1201-1800
Location: CCO.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA20 Undifferentiated
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class E CCO
ATC / advisory: CTAF CCO
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: While we were on a 1.5 mile final on the ILS for 32 into CCO; after making plenty of radio calls stating our position; an aircraft (what looked like a Piper Arrow) turned base and was headed straight for us without making any radio calls. There were 3 other aircraft in the pattern and none of them were aware that there was a fourth plane in the pattern. I noticed the Arrow coming at us from our left side. I took control of the aircraft from the student and broke off the approach (in an evasive maneuver) to make a 360. Aircraft was within 200 feet of my aircraft. Had I not seen the aircraft; they would have turned final right into us. The plane then proceeded to turn final; land; taxi off of 32 and then back to 32 for departure without making any calls.




Synopsis: DA-20 pilot reported an NMAC at a non-towered airport with a non reporting aircraft.