elihoole/asrs-aviation-reports huggingface dataset:
Date: 202107
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Skydiving
Flight phase: Descent
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Instructor; Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft TA; Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Company Policy; Airspace Structure; Chart Or Publication
Primary problem: Company Policy

Narrative: We were working the Radar Assist position with training in progress. Runway 02 in use at GPI; skydiving was occurring at 58S.  Aircraft Y departing on the SID climbing and making a left hand turn over 58S.  Traffic advisories had been given most of the afternoon between Aircraft X and departures; also GPI Tower had been advised of skydiving operations.  Aircraft X started descending down into GPI and presumably switched to advisories while Aircraft Y was climbing out of GPI.  Traffic was called to Aircraft Y and then Aircraft Y responded to an RA.  We recommend that jump operations be moved away from the arrival and departures procedures used at GPI.  Until this is done we expect further incidences between jump aircraft and GPI departures and arrivals.




Synopsis: A Center Controller reported a conflict between an air carrier departure and a satellite airport skydiving operator who was conducting jumps in the vicinity of charted departure and arrival procedures. The reporter stated they anticipate the same situation will become a recurring problem.
Date: 201703
Local time of day: 1801-2400
Location: R90.TRACON, NE
Aircraft: Small Transport
Operator: Personal
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C OMA
ATC / advisory: TRACON R90
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Exited Penetrated Airspace
Contributing factors: Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: Aircraft X departed on a heading of 300 climbing to 4;000 feet. I first made radio contact with Aircraft X at approximately 5 miles northwest of OMA. On initial call I climbed Aircraft X to 8;000 feet and turned to heading 220. As a single turboprop aircraft I expected the aircraft to make a 400 foot climb within 1-2 miles which they did not. On the heading 220 the aircraft entered a Minimum Vectoring Altitude (MVA) area for a tower approximately 8 miles west of OMA. When I became aware of the issue I turned the aircraft further to a 180 heading to avoid the obstruction and gave the instruction to expedite climb through 6;000 feet. I believe closest proximity to the obstruction was about 2 miles.As a controller with plenty experience in this facility; this is the first time I've had this type of situation occur. I would recommend to myself that I side with more caution with expectation of aircraft capabilities.




Synopsis: R90 TRACON Controller reported vectoring an aircraft into airspace at an altitude below the Minimum Vectoring Altitude.
Date: 201807
Local time of day: 1201-1800
Location: HII.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Descent
Airspace: Class D HII
ATC / advisory: CTAF HII
Reporter organization: Personal
Reporter qualification: Flight Crew Student
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The incident happened during the approach into HII on the right pattern Runway 14. We did a normal approach into HII following our procedures. On our traffic advisories call we were informed that 1 other aircraft is in the pattern and the Runway 14 in use. We did an [uneventful] 45 entry to the right downwind and continued to fly the pattern while I was doing my normal pattern calls on CTAF. Then we turned final with all landing preparations done and on a stable glide path. During final approach an aircraft was holding short of the runway. My last call before I recognized him was on HII CTAF 122.7 'Lake Havasu traffic; [Aircraft X] turning final...' On a 1 mile final the traffic holding short started to taxi onto the runway. I immediately sent off a clarification call stating: 'Lake Havasu traffic [Aircraft X] on SHORT FINAL Lake Havasu' but the traffic continued its taxi. I made another call now being at around 300 feet '[Aircraft X] calling the traffic lining up Lake Havasu' Still no answer. So I decided to go around while monitoring the frequency and the traffic. The traffic did not stop and continued its departure. So I did a slight evasive maneuver to the right to keep him in my sight and stay clear of future conflicts; hoping that he will depart. Then I handed the controls over to the Instructor Pilot and we went back into the traffic pattern while I kept monitoring the aircraft.




Synopsis: GA pilot reported an aircraft entered the runway to takeoff when they were on short final.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-500
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: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Troubleshooting; Communication Breakdown; Distraction
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Climbing through FL260 to assigned altitude of FL300; the intermittent warning horn sounded and the Cabin Altitude Warning light illuminated. As I put my oxygen mask on the Captain (PF) called ATC; requested and initiated an immediate descent. He then gave the aircraft to me as he put his mask on. In the descent toward 10;000 feet; after completing immediate action items; I; as the PM; began running the Abnormal Pressurization Checklist.I don't recall the cabin altitude when I started the checklist since we were in a rapid descent and well below the initial altitude at the onset of the event. ATC asked if we were declaring an emergency and the Captain stated 'yes.' I completed the [abnormal pressurization] checklist and continued with the Emergency Descent Checklist since we were already in the descent. The Captain called the cabin crew to ascertain the status in the cabin; determine if the masks were deployed (they were not) and to see if there were abnormal sounds or indications in the cabin. The flight attendants advised all was normal with the exception of ear pain complaints. We shortly leveled at 10;000 feet. The only cockpit lights illuminated during the event were the cabin altitude and off schedule descent. We were cleared direct to our destination; and completed a visual approach and landing. I think the descent was initiated too quickly; before we could analyze the problem. Once our oxygen masks were on; running the checklist may have led us to restoring the pressurization. However; since the descent was initiated immediately after the warning horn sounded; by the time the checklist was run by me; it was difficult to determine if pressurization was being maintained. Taking time to analyze the problem would have been helpful and allowed the checklist to be run as intended.


Second narrative: We both verified that the pack switches were in the auto position and the engine bleed switches were in the on position. The ISO valve switch was in the auto position. No circuit breakers noted popped.I would note that; because of my sitting height; I could not see the red Cabin Altitude Warning light without bending down.


Synopsis: Upon receiving a Cabin Altitude Warning light and aural warning the flight crew of a B737-500 declared an emergency and initiated an emergency descent.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Aircraft

Narrative: During preflight of O2 system both pilots simultaneously tested system and pressure dropped to zero. If done individually pressure drop was 200 PSI. Maintenance contacted and valve was found to be partially closed on O2 bottle. It is unknown how many cycles aircraft flew in this condition; but unlikely it would have been discovered if both 02 masks hadn't been tested simultaneously.




Synopsis: B737-800 First Officer reported crew oxygen system anomaly during preflight.
Date: 201901
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Windshear
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted
Contributing factors: Weather
Primary problem: Weather

Narrative: While descending on the RNAV [arrival] to ZZZ; ZZZ closed airport; [and we] entered holding. Burned into fuel; left us with 11.0 when released from hold.  Subsequently; vectored for approach ILS XXR.  Bingo Fuel was 10.00; Burn to Alternate (ZZZ1) 4.0.   ZZZ1 weather deteriorating.   ZZZ Tower reporting braking 3-3-3; 1/8 inch wet snow on top of ice. Aircrafts ahead of us reporting LLWS [low level wind shear]; resulting in them going around due to cockpit wind shear warning. Numerous wind shear reports and rapid pressure changes.  We decided to divert to ZZZ2; since ZZZ1 alternate was deteriorating. On way to ZZZ2; airport reported LLWS and microburst at field.  Asked for clearance to ZZZ3; declared MIN FUEL. After more research; found ZZZ4 to be a better choice both for weather and for fuel and asked for clearance to ZZZ4.  Asked for expedited handling with little success. [Finally] received priority handling and landed with 3;700 lbs of fuel; uneventful approach and landing.




Synopsis: B737 Captain reported requesting expedited handling to an alternate due to low fuel situation following encounter with significant weather at destination.
Date: 201807
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Cloudy; 20
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Second aircraft: Commercial Fixed Wing
Reporter organization: FBO
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: C172 departed ZZZ and cleared right turnout to the North. Exited the Class D and tower approved frequency change. Monitored [local] approach. Working with a student; planned to go out a few miles practice climbs; descents; and turns before returning to ZZZ for pattern practice. Heard a traffic advisory to an airliner that an aircraft was 8 NW of ZZZ with altitude (unverified) and direction of flight (that aircraft was us). We did not have the airliner in sight. That was the only advisory given on ATC approach frequency and then that airliner was switched to ZZZ Tower on a visual approach. A few minutes later ATC made a blind call on the approach frequency to our aircraft callsign. We responded and they informed us an airliner was 'rerouted' around us. They gave an updated position of the airliner. The airliner landed without further incident. After completing the flight; had a discussion with tower personnel and they reported that the airliner reported us descending at 400 feet above them at the time being 'rerouted.'




Synopsis: C172 flight instructor reported a NMAC with an air carrier flight.
Date: 201202
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 140 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working Departure RADAR. It was a little busy; with a couple of arrivals; a couple of departures and an arrival to a satellite airport. The satellite arrival couldn't get current weather conditions and time/attention was taken to ensure he had correct weather information. Not sure why he couldn't receive it. He mentioned a conflicting weather station also transmitting on the weather frequency. An E135 departed Runway 23 and couldn't be turned on course immediately due to arrivals. His on course was about 065 degrees. He was assigned a 140 heading and an altitude of 100. He read back the 140 heading and that he was climbing to 140. I heard heading read back and didn't catch the altitude reading of 140. I know I heard the heading because it was essential for separation with inbound aircraft. I think I relaxed after that and paid relatively less attention to the altitude read back; as there were no aircraft involved above the climbing aircraft. My guess is that the pilot got confused and thought his assigned heading and altitude were the same. Nothing magic about my recommendation; getting a correct read back is essential. I preach this in OJT; starting at Flight Data. I believe the adage that 'what I say often isn't as important as what the pilot reads back'. A pilot's read back is my best clue as to what they understood and think they're supposed to do. Sometimes complacency can creep into our job. Pretty much every single regional jet that departs is assigned 100. It happens day in and day out. It is still essential to listen to the read back. My best recommendation is to listen better; even if no other aircraft is involved. To make every pilot read back count. I could also make a better effort to 'chunk' my information better; particularly with 2 control instructions.




Synopsis: TRACON Controller failed to note an incorrect altitude assignment read back resulting in an airspace infraction; the reporter noting heading and altitude assignments were likely confused.
Date: 201901
Local time of day: 1201-1800
Location: LTAA.ARTCC, FO
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center LTAA
Aircraft component: Data Transmission and Automatic Calling
Component problem: Malfunctioning
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
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: EICAS alert ADS-B OUT R then ADS-B OUT L and GPS data lost. Jamming likely due to proximity to Syrian airspace. After 12 minutes; alerts went away and GPS data was restored. Location NINVA [IRAQ-SRYIA] waypoint on UM860 to 15 nm before SRT VOR [TURKEY]. GPS Jamming Hot Topics in secure content locker provided sufficient guidance to understand and evaluate what action was necessary. After contacting Operations; we were informed this had occurred the day prior to another aircraft. It would have been helpful to know that prior to this event. We would have read the before mentioned information prior to this airspace. We knew where to find it and I had read it before. I think something in the remarks of the flight plan for this route about the possibility of jamming and where to find guidance would help.




Synopsis: Air carrier Captain reported temporary loss of ADS-B and GPS likely due to jamming. Captain recommended disseminating information to all flight crews.
Date: 201712
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On base leg for approach after I called for flaps 5; we got a Trailing Edge Assym message. Flap indicator showed at position 1 and needles were matched. We leveled at 3000 ft called for QRH and got vectors through the final while we completed the procedure per QRH. The right auto pilot remained engaged and thus no apparent flight control abnormalities were felt as we maintained min flaps speed flap 1. At the completion of the emergency landing checklist we advised ATC and prepared for another approach. With the winds calm we had a better than normal touchdown at a speed of approx. 168-173. Brakes were not applied above 100 knots and at the turnoff at the end the fire commander gave us a look over and noted no evidence of resultant problems. Flaps were left in the stuck position as we taxied and blocked into the gate.




Synopsis: B767 First Officer reported the trailing edge flaps became stuck while on initial approach.
Date: 201312
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 12
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: About two minutes after departure westbound; struck Canadian geese. One goose came through the front windscreen. Pilot and right seat passenger were uninjured. Goose not so lucky. A hole of about two feet wide by one foot high was created in the windscreen. Pulled power back to 1;700 RPM and returned to land. Aircraft flew normally other than the wind noise and increased drag. Normal landing. Recited mentally aviate; navigate; communicate. In this instance I told myself mentally aviate; aviate; and aviate. I was close to my home field so navigation was a non issue. I relayed my situation over Unicom alerting other aircraft in the area as I needed priority for landing and certainly didn't want any aircraft to interfere with the landing. The last thing I wanted to do was go-around.




Synopsis: C210 pilot reports striking at least one Canadian goose at 1;700 feet after takeoff. The windscreen is badly damaged but neither front seat occupant is injured and the flight returns to the departure airport.