elihoole/asrs-aviation-reports huggingface dataset:
Date: 201905
Local time of day: 1801-2400
Location: ZAB.ARTCC, NM
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Fatigue; Situational Awareness; Workload; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Staffing
Primary problem: Staffing

Narrative: I was working R-XY with Sector YX combined. A CPC-IT was training on the D-side by a CPC. Due to a building line of thunderstorms from AMA to CME; aircraft were being routed over CNX. There were significant weather deviations approximately half of all aircraft were not on route and deviating around weather. ABQ approach was 'straight in'. There was a point where I had approximately 20 overflight aircraft (12 or so being DEN landing aircraft); and I had 2 ABQ outbound and 2 ABQ inbound). Traffic complexity and volume on the sector reached a point where I no longer had any idea if traffic was coming together or not. I could not ensure that aircraft were separated.During the heaviest volume; my FLM came to the sector and said to slow all DEN inbounds as much as possible. I said I cannot do that at this time due to volume.I really felt helpless that no TMC or FLM was giving me any assistance. No TMI; no miles-in-trail spacing. I just really felt like 30+ aircraft were dumped on my very small airspace. Both the CPC-IT in training; and the CPC behind here were helping me to scan; but I really felt unsafe due to the high volume and weather deviations.I was being asked to give help to the next sector; which I could not do. I was doing everything in my power just to stay afloat and keep everyone separated. I felt really demoralized because I could not help the sector next to me like my FLM asked.Due to the lack of staffing; I am in a constant state of fatigue. I've worked 6-day work weeks for probably X+ years now. My mental acuity is really low; and I really dread coming into work during weather season. That session was not safe at all.I have no recommendations. TMU did nothing. I was left to sink or swim on my own.My morale is the lowest it's ever been right now. I'm exhausted.




Synopsis: ZAB ARTCC Controller reported being inundated with traffic and staffing issues which cause reporter to be constantly fatigued.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Ground ZZZ; Tower ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff roll
Result: Aircraft Equipment Problem Dissipated; Flight Crew Rejected Takeoff; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When we arrived at the plane the APU was already running.  During our preflight we were notified that we would be transporting a large quantity of dry ice and would need to use the dry ice supplementary procedures.  One of those procedures is to turn the temperature in the compartment with the dry ice to as low as it gets.  We did this.  Upon engine start we noticed that the right pack 'INOP' light was on with an associated EICAS message.  As I was going through my after start flow (flap handle; APU off; engine heats; left pack; right pack) when we got to right pack we started troubleshooting the issue.  We followed the QRH which required a 5 min wait time to see if the issue is fixed.  We proceeded to taxi while we timed the 5 min.  After the 5 min the pack reset and worked normally.  We believe that the high OAT and humidity caused the pack to freeze up and fault due to the low selected temperature.  On taxi we also had to balance some fuel due to the APU burn on the ramp.  Operations were normal to the runway.  Once we started our takeoff at 60 knots we got a right bleed off message.  Captain executed a rejected takeoff and we exited the runway.  After cleaning up the aircraft and completing the rejected takeoff QRH checklist we contacted Maintenance and trouble shot the problem.  We soon discovered that the bleed air isolation valve was open.  In troubleshooting the pack issue after start; I had not finished my flow and closed the isolation valve.  So on takeoff the air from the left engine overpowered the right and closed the right bleed valve giving us the offending message.  We re-ran our checklists and made sure our brake temp cooling was OK and departed uneventfully. Multiple non normal issues caused the flight crew to miss a flow item.




Synopsis: B757-200 First Officer reported procedures and checklist were not completed due to multiple distractions. After maintenance action flight departed normally.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: On climb out during checklist passing FL180 I (pilot not flying) noticed the pressurization was not working correctly. I informed the Captain (pilot flying) of the problem and we both agreed the cabin was climbing rapidly and was nearing 10;000 FT cabin altitude. I immediately asked ATC for a level off (at this time we were approaching FL200) followed by requesting a descent to 10;000 FT. ATC issued us a hand off in response and I told them we needed an emergency descent to 10;000 FT immediately. Controller asked us nature of problem to which I told them it was a pressurization issue. They cleared us to 10;000 FT and we performed an emergency descent. No emergency was declared and we confirmed with ATC that they did not declare one for us nor [gave us] any indication of one being filed. At 10;000 FT cabin became controllable and everything worked fine. We elected to continue on flight plan and step climb slowly monitoring system. Maintenance inspected the plane and found no discrepancies.




Synopsis: CE525 First Officer experiences pressurization anomalies climbing through FL180 and the climb is stopped and a descent is initiated with ATC concurrence. The pressurization seems to function normally at 10;000 FT and the crew climbs to planned altitude and continues to destination. Maintenance can find no discrepancies.
Date: 201510
Local time of day: 1201-1800
Location: DAL.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground DAL
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: We landed on 13L; taxi to Gate. Taxi instructions were Mike; Bravo; Papa; Delta; to the gate. Used the airfield diagram (Jepps) instead of the company airport page due to need for quick and uncomplicated diagram access after clearing the runway. The Jepps field diagram page infers that Taxiway Papa is adjacent to Taxiway Q on the ramp; when it is actually on the other side of our RON parking area. The company airport page does; however show this. The unnecessary complication/breakup of the airfield diagram information; combined with the need to quickly understand and reference taxiway locations; led to a taxi deviation.Have Jeppesen field diagrams show us the information (taxiway locations/layouts) we need would be nice and uncomplicated our understanding and adherence to taxi instructions.

Callback: The reporter stated the Jeppesen Chart is misleading because north of Taxiway P is a large aircraft parking area. Taxiways P and Q are south of the parking area and closer to the gate parking area. The DAL 10-9 Chart should be revised to depict that North parking area so that at night an aircraft is not taxied into that area which is not well lit.

Second narrative: Upon landing on Runway 13L; we exited the runway at B3. Ground Control gave us clearance to Gate XX via M; B; P; D. We took M; B and then mistook Q for P due to the construction in the area.From looking at the chart; this is a little confusing. Ground Control didn't seem to care that much; but we thought we would fill this out just in case and also for record keeping purposes in case this is happening to others.


Synopsis: B737 flight crew reported confusion about the location of DAL Taxiway P on the ramp because the airfield chart does not sufficiently describe a large aircraft parking area north of Taxiway P which can be taxied into.
Date: 201212
Local time of day: 1201-1800
Location: DAB.Airport, FL
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Flight phase: Initial Climb
Airspace: Class C DAB
ATC / advisory: Tower DAB
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The pilot does not have the Aviation English communications skills to operate in the NATIONAL AIRSPACE SYSTEM. This pilot was unable to communicate and read back basic ATC instructions. He caused radio frequency congestion; did not understand basic instructions. When he departed; I instructed the pilot to turn his transponder to the on position. I did not receive an acceptable reply. He was instructed to turn to heading 110 and contact Departure. I did not receive an acceptable reply. He did not contact the Departure Controller and left our airspace with his transponder in the off position. This is the second week in a row that we have had a solo student whose basic English skills are unacceptable for operation in the NAS. They are probably out of the same flight school. Recommend FSDO iniate an investigation into where this aircraft is based and follow up with a on site visit to the flight school. The instructor(s) that are allowing these individuals to fly in the NAS should receive some special attention. These pilots are causing havoc and high workload and are unsafe.




Synopsis: DAB Controller voiced concern regarding locally based students that are unable to communicate basic ATC English while operating in the NAS.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Transponder
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Flight Engineer / Second Officer; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Confusion; Human-Machine Interface; Workload; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Arrival to ZZZ from ZZZ1 via the ZZZZZ Transition through ZZZ2 Bravo airspace. Tracon kept me at 3000 ft. MSL until west of ZZZ due other traffic. Released me to descend and squawk VFR. I turned to the east to overfly ZZZ and enter a left downwind. Realized that I had traffic 300 ft. directly below me via the ADS B display.  turned right to proceed westbound again and climbed to about 3200 ft. MSL (into the ZZZ2 Bravo airspace) to get spacing with the traffic below me. Still did not have that traffic in sight. Eventually turned east again; got the traffic in sight and descended for uneventful landing. I never did get the transponder to squawk VFR until after landing.




Synopsis: Single Engine Pilot reported a NMAC and airspace violation while entering the pilot's intended destination airport traffic pattern.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Cargo Restraint/Tie Down
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: [A] container loaded in front part of aft cargo and wasn't locked in. [The] container came in from ZZZ and was never offloaded. Had this container shifted back during takeoff; [the result] could have been catastrophic. Not only was this container not offloaded in PHL; it wasn't relocked or checked prior to departure to ZZZ1. [The] container weighed 1;400 Kg.




Synopsis: A Boeing 767 Captain reported a cargo container was improperly secured in the aft cargo area.
Date: 201704
Local time of day: 1801-2400
Location: MIA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E MIA
ATC / advisory: TRACON MIA
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: During arrival just above 10;000 ft while slowing to 250 knots in a clean configuration we encountered two jolts and moderate rolling left and right followed by a third jolt and a significant left roll beyond 35 degrees (bank angle aural warning activated). The First Officer flying disconnected the autopilot and returned the aircraft to our course. I asked ATC what we were following and he replied 'A 747; 12 o'clock and 5 miles'. Heavy; clean and slow - the worst case scenario. The Approach Controller suggested an offset to avoid another such encounter which we gladly accepted. I made what I hope was a reassuring PA to the passengers and called back to check on the Flight Attendants. Although everyone was shook up; no injuries were reported as the seat belt sign was already on and the FAs were all seated at the time. Fortunately; I was just about to make the Prepare for Landing PA; in which case the FAs would have been walking through the cabin doing their compliance checks. After landing Dispatch sent an ACARS message saying that the TAPS (Turbulence Auto-PIREP System) system had recorded a severe turbulence event and to please call. I spoke with both Dispatch and Maintenance Control and wrote up the severe turbulence encounter in the logbook.I believe we were sequenced too close to the heavy 747 with no cautions given in advance. Provide more separation and advise crew when following close to a heavy and not just while on final.




Synopsis: B737 Captain reported encountering wake turbulence at 10;000 ft 5 miles in trail of a B747 on arrival into MIA.
Date: 201909
Local time of day: 1201-1800
Location: HCF.TRACON, HI
Flight conditions: VMC
Aircraft: Medium Transport; High Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON HCF
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Confusion; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: There is an HCF ATC Controller whose judgment; situational awareness; traffic separation; radio communication; and performance as a Controller is going to get the flying public killed. Every time the flight crew hears [Controller] voice on the radio; we know we are about to receive weird; nonsensical; convoluted; exhaustingly inefficient; and down-right absurd instructions; comments; and radio calls. On this flight; we had just overtaken one of the [aircraft] headed to ZZZ and were instructed to switch over to 124.1. The check-in was received and [Controller] started talking. [Controller] immediately said to get ready to copy holding instructions. We requested a visual approach. [Controller] instructed us to hold at 4;000 feet; southwest on MKK 236 radial; right hand turns; EFC XA+30. We started slowing; planned a direct entry; turned outbound; only to hear [Controller] say; 'Traffic Alert!' (what the [expletive deleted]; [Controller]?!!! It's your [expletive deleted]; airspace!!! (I thought) Aircraft Y headed to ZZZ coming straight at us. Another 'Traffic Alert! instruction to Aircraft Y as well. Traffic Alert [Controller]. Both aircraft doing what [Controller] instructed them to do; talking to [Controller]; [Controller] steered us right into each other. We lived through it; this time. Somebody needs to pull the tapes. We requested the visual again; and [Controller] dumped us off to ZZZ Tower; who had to send us north of the island to orbit while three [Aircraft] arrived from the south. [Controller's] [Aircraft]? I think the [Aircraft] we overtook from ZZZ1 was the [Aircraft] that [Controller] vectored us into; who then landed ahead of us in ZZZ; even though we got to ZZZ first.




Synopsis: Medium Transport pilot reported issues relating to one Controller at HCF that resulted in an airborne conflict.
Date: 201212
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Generator Drive
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The right generator drive disconnect light prompted us to accomplish the tasks from the QRH. The APU was placarded inoperative. We declared an emergency and landed at [a nearby suitable airport]. The Dispatcher and Maintenance were in constant loop during and after the event.


Second narrative: APU was placarded inoperative. In cruise flight from New York to [a South American destination] at FL370 the 'R GEN DRIVE' light illuminated on the EICAS; along with the 'DRIVE' light on the overhead panel. QRH procedures were followed and the Gen Drive was disconnected. All buses remained powered at all times and the aircraft was now down to one generator. The Captain was summoned from his break; Dispatch was contacted; Maintenance was consulted; an emergency was declared; and we landed at the nearest suitable airport; in accordance with the QRH directive. Approach and landing were normal.


Synopsis: B767-300 flight crew reported losing the right generator in cruise flight on an international segment. Since they departed with the APU inoperative; they diverted to the nearest suitable airport in accordance with the QRH.