elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 1201-1800
Location: GSO.Tower, NC
Weather elements / visibility: Clear
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C GSO
ATC / advisory: TRACON GSO; Tower GSO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: First flight of the day on day 4 of our trip. We started off in GSO departing off of Runway 23L; we were cleared for takeoff and as we rotated and began to climb through 200-300 ft. AGL; we got a Traffic Advisory alert and at that moment; the First Officer started leveling the aircraft and slowing down at about 400 ft. AGL; the target on radar was directly above us; 100 ft. above us. Looking outside and inside the whole time I was never able to get a visual on the traffic.  After the TA was over I asked Tower if there were any aircraft around us in close proximity; Tower proceeded to say no he had no one on radar around us. We were switched to Departure frequency and ATC asked if we had a TA or RA; I said TA and asked if there was in fact an aircraft around us. After that question there was silence; he never answered; after a few minutes ATC told us to contact Atlanta Center. I replied back and asked again was there another aircraft that close to us? He replied there was a VFR aircraft on vectors; and nothing else.Better communication between departure frequency and Tower frequency.




Synopsis: CRJ700 Captain reported a traffic conflict on departure; resulting in a TA.
Date: 201409
Local time of day: 0601-1200
Location: MVY.Airport, MA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class D MVY
ATC / advisory: Tower MVY
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I was working Cape Approach while enroute to MVY from the southwest. Cape handed me off to the tower who advised me to report a right downwind entry. From my direction of flight a right base would have been a better line up. I requested a right base and was granted same.  There were multiple aircraft in the area to both land and takeoff. It became clear as I approached that a right base would put me in conflict with another aircraft on a right base further out to my left. I advised the tower that I thought a right downwind would in fact be better and he concurred and I altered course for the right downwind. While on approach and established parallel to the runway on the right downwind at or near pattern altitude the tower controller requested I extend my downwind for other aircraft. I acknowledged same. In a split second out of the corner of my eye I saw another aircraft to my left (Aircraft Y) on a right base. Aircraft Y passed underneath me by a very slim margin; less than 200 feet; perhaps less than 100 feet. It was very quick. If we had been at the same altitude we would have collided. I advised the tower controller of the event and the only response was 'that's why I told you to extend the downwind' The airport went from quiet to extremely busy in a very short period of time. I am not sure if the controller did not know of Aircraft Y's position or if I misinterpreted my instructions but if the latter I did repeat everything and I believe the controller acknowledged same. I was expecting Aircraft Y to be inside my position and not outside my position. My attention was focused towards the airport with only occasional glances to my left. I was asked once again to extend the downwind and continued the downwind to fall in behind a PC-12 on final; the rest of the flight was uneventful. I don't know how the pilot of Aircraft Y could have missed me; I was right in front of him. My only explanation is that he may have been looking to his right for me; thinking I was more abeam the tower area on the right downwind.




Synopsis: PA28 pilot on a right dowinwind reports a NMAC in the pattern at MVY with an aircraft crossing on a right base. The Tower did not advise either pilot of the impending conflict.
Date: 201212
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Aircraft component: FMS/FMC
Component problem: Design; Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Training / Qualification; Situational Awareness; Human-Machine Interface; Confusion
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Chart Or Publication; Human Factors; Procedure
Primary problem: Procedure

Narrative: While descending toward MNSTR on GEELA6 into PHX; we were told to disregard the speed restrictions (i.e. not necessary to slow from 280 to 250). I deleted the speed restriction from MNSTR; which also removed the altitude restriction to cross between 15;000 and 16;000. I then selected Speed Intervention 280 KIAS. The CDU showed that we would cross MNSTR at about 15;500; so I didn't bother reentering the restriction. The increased speed; however; caused us to descend faster and we actually crossed MNSTR at about 14;200. There was no traffic conflict; nor did ATC mention the deviation.I should have entered an altitude at MNSTR after deleting the speed. Also; I think returning to VNAV PATH would have had us crossing MNSTR at a correct altitude. A limitation of the FMC is that one cannot remove a speed without also deleting the associated altitude.


Second narrative: We discussed the best way to delete the speed [at MNSTR] while keeping the altitude restriction (I don't think there is one!). We selected delete without executing and it showed us crossing fix at 15;600 (small font [which identifies a predicted altitude; not a hard one]) if we were on profile for subsequent fixes.I'm still not sure of the best way to delete a speed restriction on a fix that also has a crossing altitude 'window' (below and above altitudes). But we know that we shouldn't have selected Speed Intervention and we should have stayed in [VNAV] PATH. At the very least; if we had entered the 'floor' altitude of the fix in the page; we wouldn't have descended below it. Obviously better coordination and monitoring also would've prevented this error.


Synopsis: When ATC deleted their speed restriction at MNSTR on the GEELA RNAV STAR to PHX the flight crew of a B737-700 was uncertain of how to do so in the FMC while retaining the crossing window above 15;000 and below 16;000. They opted to exit VNAV PATH and continue their descent in speed intervene mode in anticipation the FMC predicted crossing would comply with the restriction. It didn't and they crossed the waypoint 800 FT low.
Date: 201401
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 190/195 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: Horizontal Stabilizer Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Troubleshooting; Workload
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climbout around FL220 we received an amber 'Stab Lock Fault' amber message and the pitch trim indication was replaced by amber dashes. We ran the QRC procedure which stated to 'Land at the nearest suitable airport'. Weather had been close to minimums when we left and I knew a nearby major airport had longer runways and better weather; as well as maintenance and better services available. We asked to level off and told ATC we would need to divert for a maintenance issue. We sent a message to Dispatch informing them and I informed the flight attendants we would be diverting. ATC declared an emergency and we decided to have the emergency vehicles sent out. On descent into the divert airport the message extinguished; however the amber dashes remained. The First Officer and I decided to continue with the diversion. We were given the longest runway and made a normal approach and landing. Upon rollout the Stab Lock Fault returned and we had an associated 'FLT Control no DSPTCH' message. We were able to taxi to the gate without assistance or further issue.


Second narrative: [Narrative #2 contains no additional information.]


Synopsis: An ERJ-190 STAB LOCK FAULT amber annunciator alerted during climb; so after completing the QRH which included the command; LAND AT THE NEAREST SUITABLE AIRPORT; the crew declared an emergency and diverted to a nearby major airport.
Date: 202110
Local time of day: 1201-1800
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I was Pilot Flying this leg; the Captain was Pilot Monitoring. We were en-route and given an ATC frequency change. The Captain changed frequencies and checked in with the center controller with our altitude; and the controller replied 'roger'. About 10 minutes later; we received an ACARS message from our dispatcher saying that ATC was looking for us; and gave us the frequency. We noticed that it was one digit off of the frequency we were speaking with; and changed it to the correct one to check in with ATC. The cause of this event was misreading the ATC frequency.This could have been avoided if the controller that we checked on with told us the frequency was incorrect; which is what typically happens in this case. We would have been able to go back to the prior frequency and get the proper one. Another way would be if we had heard the controllers if they were trying to reach us on guard. Guard was particularly busy with meowing and nonsense that morning (as it typically is) so we had the volume set low. I have said it time and time again; guard has become so ridiculous with chatter as of late; and it has been making it difficult to monitor. This is an issue that needs to be resolved.




Synopsis: Air carrier First Officer reported missing a frequency change due to misreading the frequency numbers. Reporter stated that although they were monitoring guard frequency so ATC could contact them; they had the volume turned down due to the excessive amount of chatter.
Date: 202101
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
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: Ramp; Safety Analyst
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection; Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Dry ice check list missing.Shipment has not been checked or ZZZ forgot to send the checklist with [Airways Bill].




Synopsis: Air Carrier Ramp personnel at destination reported missing required Hazmat documents for Hazmat Dangerous Goods shipment.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had been flying nonstop [for about 4 hours] until the incident on runway XX at ZZZ airport. WX was beautiful. All traffic was using runway XX all that morning as the winds were favoring that runway. When I approached the runway I made a radio call on Unicom that I was taking active for takeoff; I saw and heard nothing. During my takeoff roll at about liftoff I heard someone on the radio say something about a conflict. It was too late to abort in a tailwheel airplane with a high pressure altitude so I took off as my best option. A few seconds later I went over the top of Aircraft Y. It was so small so I guess that is why I never saw it on short final head on. I apologized to the pilot but heard nothing back. I really felt bad but I never heard a radio call nor saw an airplane. From now on I will ask if anyone is in the pattern at an uncontrolled field before takeoff.




Synopsis: GA pilot reported a near NMAC while departing with opposite-direction landing traffic at non-towered field.
Date: 201602
Local time of day: 1201-1800
Location: ZOB.ARTCC, OH
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Communication Breakdown; Confusion
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 Provided Assistance
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Airspace Structure

Narrative: Aircraft X was climbing out of IAD. Requesting FL380. Per Letter of Agreement (LOA) Washington area departures are climbed to FL320 or lower requested altitude. A shelf on the shared ZOB/ZDC boundary facilitates aircraft climb without coordination. Aircraft X was climbing well and we had converging traffic at FL320; so we tried to initiate Point out to W04 (Pinion sector) to keep Aircraft X climbing outside of the shelf. Aircraft X began to slow climb rate as it approached FL320. Now we had about 3 minutes till traffic was merging. D-side tried at least 7-8 to call W04 and no response. Finally W04 controller picks up the line but instead of approving point out she proceeds to berate my D-side; which happens to be a D-side only rated controller; about unnecessary point outs and the shelf. She basically admitted that she was intentionally ignoring the call because she 'didn't think that Aircraft X was going to hit my airspace'. Our supervisor called to try and figure out what happened; but was rebuffed by the Controller in Charge (CIC)/ Front Line Manager (FLM) and was told something to the effect of; keep the airplanes out of our airspace and no more point outs! Turns out that Aircraft X did in fact come within 2.5 miles of the sector and did require a point out; but this fact is not needed in the overall view of this event. Apparently this has been occurring with W04 for years. If a controller is knowingly neglecting his/her duties while on position I cannot advise anything other than management intervention with employee.




Synopsis: ZOB Controller reported an issue with another controller berating a D-Side; stating that the aircraft in question did not need to be pointed out; when in fact the aircraft did require a point out.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine power surging; ATC suggested ZZZ; started heading towards a field. Partial power restored. Was able to land at ZZZ. ATC called to verify landing.




Synopsis: C172 pilot reported diverting to an alternate airport after experiencing partial power loss.
Date: 201601
Local time of day: 1801-2400
Location: HOU.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class B HOU
ATC / advisory: Tower HOU
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Houston Approach was vectoring us for an approach to runway 12R; and we were in Class B airspace at 4000 ft MSL and 240 KIAS. Houston Approach then instructed us to descend to 3000 ft MSL and then slow to 210 KIAS. We realized this would put us under Class B airspace so we elected to slow to 200 KIAS. During the approach to runway 12R; we were told to intercept the localizer course and later cleared for the visual approach. We held our speed higher than normal prior to the ROYCE FAF to aid spacing; but then we fully configured and slowed to 118 KIAS (REF+10). At a 3 NM final (approximately 900 ft AGL) Hobby Tower asked us to increase our speed '20-30 knots' because there was a jet behind us with 70 knots of overtake. I told tower we could increase our speed by 10 knots; but any more than that would make our approach unstable. Tower then told us to do our best. We landed normally and applied fairly aggressive braking to exit the runway expeditiously.




Synopsis: On approach to HOU; the pilot was unable to increase his speed to accommodate faster traffic behind while remaining within stabilized approach parameters.
Date: 201401
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We just leveled off at FL380 in route; when an aural warning went off and an ECIAS message was on the ECIAS screen; 'CABIN ALTITUDE' Master warning. The Captain and I completed our memory items; O2 masks - Don and established communication. We evaluated the cabin pressure gauge and saw that the cabin was at 11;000 FT and climbing. We talked to ATC and requested lower. I started the descent. Next we evaluated where to go. With the destination weather 2 miles visibility and snow and having a MELed thrust reverser and being 20 minutes from the departure airport; we decided to go there. The Captain informed ATC of our return and declared an emergency. He also ran the checklists; talked to the flight attendants and passengers; and contacted operations. I continued descending the aircraft to a safe altitude in case we had a rapid decompression. The cabin never got above 14;000 FT and the passenger O2 masks never dropped. I do believe the highest the cabin got was 12;000 FT. Getting down to 11;000 FT we removed our masks. ATC handled our flight wonderfully and had us go direct to the outer marker and from that point forward the flight was routine and standard. I shot the visual approach and landed safely.


Second narrative: Lost cabin pressurization in cruise at FL380. Commenced descent and return to departure airport. Landed uneventfully.


Synopsis: B757 flight crew experiences a loss of cabin pressurization at FL380 and initiates an emergency descent and return to departure airport.