elihoole/asrs-aviation-reports huggingface dataset:
Date: 201207
Local time of day: 0001-0600
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Weather north of DEN and the aircraft were deviating.  I took the hand off on Aircraft X and I noticed RADAR histories on the west side of the Data Block.  I picked on the target and Aircraft Y Data Block appeared due north climbing to 21;000 FT.  Aircraft X was climbing up also just east of the Aircraft Y and said she was deviating to MBW...Aircraft X's Data Block stated DR/MBW in the fourth line; which means deviating right; MBW when able.  So Aircraft X turned direct to MBW heading right for Aircraft Y.  I immediately turned the Aircraft X to a H360 and expedite their climb through 22;000 FT with clearance up to 32;000 FT.  I was thinking that I may have deviated DEN Approach's airspace; but had I done nothing Aircraft X would have run over Aircraft Y.  My question is who was separating the two aircraft and what separation standards were they using?  DEN approach only needs 3 miles and 1;000 FT; but ZDV needs 5 miles and 1;000 FT.  Recommendation; keep positive control of aircraft.  Issue clearances that guarantee the needed separation.




Synopsis: ZDV Controller described a weather deviation event when the separation required was questioned because both terminal and enroute procedures were involved.
Date: 201412
Local time of day: 1801-2400
Location: GSP.Airport, SC
Flight conditions: IMC
Light: Night
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C GSP
ATC / advisory: TRACON GSP
Aircraft component: GPWS
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
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: On downwind leg abeam the airport; west side at 3;500 feet in IMC; we received an oral warning: 'terrain terrain; pull up.' We climbed; notified ATC; and leveled off at 4;500 feet. Oral warning quickly ceased. We were in radar contact throughout the entire flight. No other warnings occurred. Continued to destination safely. I believe this was a computer glitch.




Synopsis: ERJ Captain experiences an EGPWS terrain warning while at an ATC assigned altitude of 3;500 feet and on a west side downwind at GSP in IMC. A climb to 4;500 feet is initiated and ATC advised; but the cause of the warning could not be determined.
Date: 201504
Local time of day: 1201-1800
Location: ORD.Airport, IL
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E C90
ATC / advisory: TRACON C90
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Human Factors

Narrative: While descending into ORD we were assigned altitude of 12;000 feet.  We leveled off at 12;000 feet with our altimeter set at 30.21 which is what the ATIS info from our ACARS showed for ORD.  When level ATC inquired as to our assigned altitude which we relayed was 12;000 feet then asked for our current altitude which showed 12;000 feet.  ATC then informed us that our altitude was 11;400 feet and we asked what the ORD altimeter setting was and they then informed us it was 29.52.  We reset our altimeters and climbed back up to an indicated 12;000 feet.  We told them that ATIS showed 30.21 and ATC said that the ACARS ATIS was inoperative.  There was no NOTAM for ACARS ATIS being out of service and ATC did not inform us either.The event occurred due to the ACARS ATIS not working correctly with no NOTAMS or no notice from ATC. NOTAM the ACARS ATIS or have the ACARS ATIS have a digital ATIS not available message.




Synopsis: An EMB-145 Captain reports obtaining an incorrect altimeter setting for ORD via ACARS; resulting in a 600 foot altitude error. ATC detects the error and issues the correct altimeter setting; stating that ATIS is out of service.
Date: 201303
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: B737-300
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Company Policy; Procedure
Primary problem: Human Factors

Narrative: Air Carrier X was taxiing to Runway 1R via A. A short time later; they asked about the aircraft pushing in front of them. I had no traffic; but upon scanning the situation; explained the aircraft could be talking to Ramp Control and misidentified their gate. I attempted the aircraft without success. I advised the FLM who called the 'A' Ramp Control. They advised the aircraft said they were at Gate 25 (Ramp controlled) when they were actually at Gate 29 (Ground controlled.) Shortly thereafter; Air Carrier Y called asking if I need them to pull back into the gate. I advised Air Carrier Y to pull back into the gate to allow the two aircraft behind them to pass; [and] then push back is approved. There are no changes to recommend; it was a predictable mistake that is going to happen once in a while.




Synopsis: Ground Controller described a ground conflict event involving Ground Control and Ramp Control; indicating that Ramp issued push back clearance to the wrong aircraft.
Date: 201501
Local time of day: 0601-1200
Location: ORD.Airport, IL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Rolling out on final about 4000 feet; ILS 28L; disconnected autopilot and fond flight controls to be very heavy. I was PF and I continued to fly but controlling a/c roll required both hands. When turning aircraft to the right control wheel wanted to come back to the left.  Pitch control normal and autopilot control normal - landed without incident and wrote up aircraft controls.


Second narrative: No additional information was provided in the secondary narrative.


Synopsis: When the B737-800 First Officer disconnected the autopilot the aircraft required significant aileron input to correct for a left rolling tendency. They made a safe landing and wrote up the flight control anomaly.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ambulance
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: During cruise in level flight the No 1 right bus C/B popped. I did not notice any loss of aircraft function or instrumentation. I had all the anti-ice equipment on as I was in icing conditions. I turned off the right window heat and the aft medcrew lifeport power supply.  About 5 min later the left No 1 C/B popped and all cockpit light and EFIS went out. I turned off the forward lifeport power and the anti-ice; I was out of icing conditions at this time; and I turned environmental mod controller to off which turned off the vent blower. I then reset the LEFT No1 C/B and it stayed in for the duration of the flight. I chose not to reset the right NO1 C/B. When I reset the Left No 1 C/B the cockpit lights came back one but the EFIS displays would not come back on and only displayed 'DPU FAIL'. I [advised] ATC and had one of the med crew come up front with me to read the checklist of items that would be affected if the C/B popped again; and to assist with any other potential unknown circumstances that may arise.




Synopsis: Beechcraft King Air 200 pilot reported losing the No. 1 right bus; followed a few minutes later by the No. 1 left bus; which resulted in loss of EFIS and cockpit lights.
Date: 202110
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Laser
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: I was the Captain; Pilot Flying from ZZZ to ZZZ1 on Aircraft X. While flying the ZZZZZ3 arrival; we were given direct ZZZZZ1. While making a left turn over ZZZZZ1 from an approximate heading 180 to 150 and descending through between 14;000 ft. and 12;000 ft. MSL; a strong bright green laser was seen reflecting in the cockpit from just below the glare shield. The light seemed to flicker; then remain steady; as if someone was directly targeting us and was getting a 'lock' on the aircraft. This continued for what seemed about 10 seconds. The laser extinguished but about 5 seconds later 'reacquired' and shone for another 5 seconds. At this point the pilot windshield outer layer cracked; and the light stopped. As the light was just below the glare shield; my eyesight was not directly affect. The FO (First Officer) reported to me to not be directly affected. The laser event was reported to ATC; aircraft control was transferred to the FO; we accomplished the QRH procedures for a cracked windshield. The FO safely landed the aircraft and we uneventfully taxied to park. During the walk around inspection; chipped/burned off paint not seen on the preflight was observed in two places on the Captain side and one spot on the FO side. Airport Officials met us at the airport.




Synopsis: Captain reported that the aircraft was illuminated and tracked by a high powered green laser that resulted in a cracked Captain's windshield and an immediate precautionary landing at the destination airport.
Date: 201210
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
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: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Distraction; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was acting as the pilot not flying. While climbing past FL260 at .79 Mach with the autopilot ON; the aircraft began vibrating unusually. It was in the light to moderate range and about two cycles per second. It seemed to intensify with time. The pilot turned OFF the autopilot and pulled the power back. The vibration became negligible as speed decreased. The total event time was about 20 seconds. We got clearance to level off at FL270. I ran through the systems pages and did not see anything unusual. The Captain suspected a flight control problem so he declared an emergency and requested priority handling and emergency responders at a nearby divert airport. The Captain briefed the Flight Attendants to expect normal operations but to prepare themselves mentally for a possible evacuation. The landing was uneventful.




Synopsis: An A319 began vibrating at about two cycles per second climbing through FL260 at M0.79 so the airspeed was slowed which decreased the vibration while the crew declared an emergency and diverted to a nearby airport.
Date: 201509
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: Sky clear
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class D NCT
ATC / advisory: TRACON NCT
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Distraction; Confusion; Workload
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace
Contributing factors: Airspace Structure; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was flying from West to East at 3;800 ft. ATC (125.90) warn me about other aircraft coming from 10 o-clock and he is 100 feet below me. Now B airspace for SFO was at 4;000ft. While I was looking for traffic we are getting closer; so I thought I should climb to avoid this traffic. Then when I saw the traffic below me I announced traffic insight and saw him flew by below me. After I turn my focus on flying but then I was at 4;100 feet; then I quickly decent back to 3;500 feet.The ground below me was about 2;000 feet; which is why I chose to climb up. I was in B airspace without clearance for short period of time. I bust B airspace by 100 feet or less. Also; I was on the edge of B at 4;000 feet and 6;000 feet. The Location of occurrence was at waypoint COLLI about 8nm northeast of OAK.In order for me to prevent this from happening again I should ask ATC for advice if I should climb or turn. I also need to pay attention to my altitude while looking for traffic. However; I can not be certain that if I were to stay at 3;900 feet and would avoid that traffic because that aircraft seem to be close while flying below me.




Synopsis: A small aircraft pilot 8 NM northeast of OAK flying eastbound at 3;800 feet to avoid oncoming traffic; climbed into SFO Class B at 4;100 feet as traffic passed 100 feet below him.
Date: 201207
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON N90
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Navigation failure of both FMS and VOR navigation. Continued after consulting Dispatch. Landed without incident. Loss of navigational information caused high workload.




Synopsis: EMB145 Captain reports failure of both FMS and VOR navigation. Flight is able to continue to destination.
Date: 202009
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Government
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Aircraft component: Pressurization Outflow Valve
Component problem: Failed
Reporter organization: Contracted Service
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: 1. On departure from ZZZZ; around 8;000' the cabin altitude indication turned amber. 2. Around 15;000' the cabin altitude turned red; and there was a Master Warning EICAS message ( [ ] CABIN ALTITUDE ) with the corresponding aural alerts 3. Crew performed the associated checklist for CABIN ALTITUDE 4. An emergency was declared and the crew descended 10;000' 5. IRO contacted dispatch on the SAT radio 6. Crew held; completed checklists; reviewed performance numbers; and set-up to return to ZZZZ 7. Crew received vectors for the ILS XXR into ZZZZ; and landed no further issues. 8. Maintenance met the airplane at parking spot X. 1.Prior to handing out paperwork; the Captain noticed a status message - 'Outflow Valve Aft' 2. Maintenance came on the airplane and worked the issue; and ended up writing one MEL (MEL 21.31.03.03.02) 3. We departed with a MEL on the AFT outflow valve; and ultimately ended up with the airplane not pressurizing correctly 4. After noticing the issue; followed by the Master Warning; the crew decided the best course of action was to return . Better communication between the maintenance team in ZZZ and the mechanics in ZZZZ. There seemed to have been a lapse in communication between the two groups. The ZZZZ mechanics looked to be rushed; and appeared to be struggling with accomplishing the MEL correctly.




Synopsis: Heavy Air Carrier First Officer reported communication failure between foreign maintenance and company maintenance team resulting in failure to repair aircraft.
Date: 201807
Location: LAX.Airport, Ca
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B767 Undifferentiated or Other Model
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: Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: LAX ATC gave us numerous speed reductions; modifications; and radar vectoring on IRNMN2 arrival. Weather clear and we were behind a heavy B767 getting bounced around when ATC gave us speed reductions and assigned alt 9000 ft. at BAYST. Planes don't go down and slow down very well! Speed brake out; now we're 500 ft. high on path. Was focused on altitude and should have just said unable due to ATC restrictions! Thought I could make it happen syndrome. I believe missed it by 300-400 ft. Wish I had just called ATC and said unable!




Synopsis: B737 Captain reported failure to make a crossing restriction on arrival into LAX when they encountered turbulence or possible wake vortex in the descent in trail of a B767.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
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 Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Well into our transatlantic flight the left engine N1 accelerated multiple times without pilots' input and without throttle movement. Pilots manually reduced power with throttle movement. Dispatch and Maintenance Control were consulted and ultimately the decision was made to divert to a US airport. The left engine produced good thrust; but was inconsistent and required constant attention and frequent readjustment to keep it near the desired power setting. The pilots reviewed appropriate checklists; including possible single engine scenarios in case they would be needed. An emergency was declared and an overweight landing was performed by the Captain at our diversion airport.




Synopsis: A transatlantic B767-300 flight crew heading northeast opted to divert to a mainland airport when the left engine began to make uncommanded N1 increases without accompanying thrust lever movement.