elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Location: CZQX.ARTCC, NF
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center CZQX
Aircraft component: Tablet
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise approaching Greenland. There is a Terrain Critical Depressurization procedure spelled out in the manual for the B747. I had previously opened [my iPad EFB] and found the page so it would be highlighted. The pilot monitoring had noticed this and did not pull out his iPad. As we approached Greenland; I again opened the iPad so he and I could review the procedure and my iPad had locked up and 'froze' on a blue screen with the company logo on it. I cycled the App closed and then cycled the iPad off and on to no effect. The manual was unavailable to me for the duration of the flight. We did use the pilot monitoring's iPad to reference the correct pages; however; we were functionally down to one iPad until the end of the Captain's break.




Synopsis: B747 First Officer experiences an iPad malfunction approaching Greenland and relies on the NFP's iPad to reference essential information.
Date: 201208
Local time of day: 1801-2400
Location: LGA.Airport, NY
Weather elements / visibility: Windshear
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: I was working in the LGA Sector; EMPYR position at the New York TRACON. During my session I had 8 planes holding at 7 different altitudes. The airport was closed due to wind shear and weather. When the airport opened back up I proceeded to vector aircraft and descend aircraft for the approach to Runway 4. My first aircraft was an E190; I cleared the aircraft for the ILS 4 approach; 3 times I came back to the E190 who was still high and asked him 'can you make the approach or shall I pull you out?' he replied I can make it; and I gave him a Visual Approach to Runway 4 when he called it in sight. I then shipped him to Tower and had my second aircraft inbound and cleared for the approach. Shortly there after; the E190 did a 360 on the approach and turned into my oncoming final a B737; I took every action with the B737 whom I was still talking too; I turned; climbed and called traffic to the B737; but separation was lost between both aircraft I think. While all this was going on; I still had other aircraft I had to vector off final and cancel their approach clearances.




Synopsis: N90 Controller described a probable loss of separation event when traffic on the ILS for LGA was changed to a Visual Approach because of altitude concerns. The aircraft then executed an uncoordinated 360 toward following traffic.
Date: 201303
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: MD-82
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: Pneumatic Ducting
Component problem: Malfunctioning; Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out and passing FL210 the 'TAIL COMPARTMENT TEMP HI' light illuminated. We accomplished the immediate action items for that procedure and declared an emergency with ATC for an immediate return to the departure airport. The annunciator light extinguished within seconds of accomplishing the immediate action items. We did exceed 250 knots below 10;000 feet as a precaution to land quicker. Airfield Rescue and Fire Fighter vehicles met us after landing and found no heat signature on the aircraft. Taxied to gate and took airplane out of service. Wrote up overweight landing as well.




Synopsis: A MD-80 TAIL COMPARTMENT TEMP HI light illuminated climbing through FL210; so the QRH was completed; an emergency declared and the flight returned to the departure airport.
Date: 201507
Local time of day: 1801-2400
Location: ZFW.ARTCC, TX
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B DFW
ATC / advisory: Center ZFW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Staffing; Procedure; Human Factors
Primary problem: Staffing

Narrative: Aircraft X was assigned a 20 [degree left] L turn for sequence by me; but I failed to note that in his data block which is contrary to what I normally do. I was quite busy with fairly complex traffic. I needed a d-side but there wasn't one available. I hadn't asked for one since A. I was too busy to even ask B. I planned to ask for one as soon as someone returned from break and C. It seemed to me that it should have been perfectly obvious to the supervisor that the sector needed a d-side so one should have been assigned without my having to ask for one. But mostly it's my responsibility because I did not ask for a d-side and I should have regardless of my opinion about those three things. I shipped the plane to DFW-Approach but never told him to resume the arrival. His heading had him flying almost directly on the arrival so it hadn't 'looked wrong' to me; and since I failed to note it in the data block; I had nothing but my memory to rely on. When the aircraft was approximately 8-10 miles east of course; very nearly at sector 53's boundary; I noticed he hadn't turned so I called 53 to point him out but just as I punched into that sector; that controller was answering a call from D10 who was calling to point that aircraft out so I hung up. At that point in time; I believed that either D10 had assigned the aircraft the heading; making it their responsibility for the point out; or the pilot had failed to follow the arrival; making it a pilot deviation. I had been so busy that I had absolutely no recollection that I'd ever turned the plane; and I still don't remember doing it but I certainly believe my supervisor when he tells me that's exactly what I did. I should have asked for a d-side. I was just too busy to be there with that volume and complexity by myself.




Synopsis: ZFW Controller reported of not issuing an aircraft 'resume the arrival' clearance. The aircraft had been left on a heading and the Controller didn't realize it until later. Controller tried to point out aircraft and advise sector; but someone else appeared to be talking to the other Controller about the aircraft in question. Controller did not issue correct instructions to aircraft leading to a LOA and airspace violation.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Aircraft component: Communication Systems
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were assigned a trip ZZZ-ZZZ1. We performed the preflight; received our clearance; and taxied out to depart Runway XX. Upon departure both crew members recognized that both comms were not working. We immediately squawked 7600 and decided a left traffic pattern to come back to land was [the] best course of action. In the downwind the pilot monitoring ran the performance numbers and determined we would land overweight and that flying one more pattern would burn off enough fuel to land. We landed [on] Runway XX and taxied to the ramp.


Second narrative: After receiving a trip; the crew readied the airplane for flight by obtaining the ATIS; receiving the clearance; taxiing and takeoff all while engaging in two way communication with ATC. Immediately after rotation; the crew lost intercom capabilities between the crew and then quickly realized that communications with ATC was most likely lost due to a red 'X' box appearing over the commutations controls on the GTN [Garmin] 750. Due to still being VFR at the departure airport; a quick decision was to enter left traffic and to return for landing. 7600 was entered into the transponder.


Synopsis: Citation crew reported loss of comms with ATC immediately after takeoff.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Weather elements / visibility: Hail; Rain
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Result: Aircraft Aircraft Damaged
Contributing factors: Weather; Aircraft
Primary problem: Weather

Narrative: I received the hand off from Approach and saw that the aircraft had routing through an area of extreme precipitation. I informed the pilot of the area of weather and told him to let me know if he needed to deviate. He said he would appreciate vectors to the left of the weather. I told him he was cleared to deviate to the left and direct when able. The aircraft was going through the very bottom portion of the weather we showed on the scope when I got relieved. In my briefing I mentioned that the weather must have moved from what we showed since he was going right through it. The relieving Controller had barely got settled when the C402 began a precipitous descent. He went down about 1;500 FT and said he had just encountered severe hail and had a cracked ice viewing shield. While the R-Side got information from the pilot; I got onto the D-Side and coordinated with Approach for a divert. The pilot said that he was in the clear when the hail began. The aircraft had dents on the leading edges of the wings and the nose in addition to the cracked ice viewing shield. The pilot did not declare an emergency or request equipment at the airport. He did land safely.




Synopsis: Enroute Controller described a weather encounter that prompted an immediate descent because of hail and resulted in an emergency with aircraft damage.
Date: 201712
Local time of day: 1801-2400
Location: OMN.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Decathlon 8KCAB
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class C DAB; Class E DAB
ATC / advisory: TRACON DAB
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While climbing out; I saw what appeared to be a small (less than 5 ft in size; may have been round) unlit unknown airborne object in flight path from the corner of my eye at the last second. Unfortunately; I am unable to describe the object better. While avoiding the object; my aircraft may have inadvertently climbed into Class C airspace prior to establishing 2 way radio communication.




Synopsis: Super Decathlon pilot reported inadvertently climbing into Class C airspace while avoiding what was probably a UAV in the vicinity of OMN airport.
Date: 201705
Local time of day: 0001-0600
Location: SFO.Airport, CA
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Human Factors; Procedure; Staffing
Primary problem: Staffing

Narrative: Upon arrival in SFO; we found one Air Traffic Controller handling all aircraft movements on the field (Ground and Tower); as stated by the Controller himself. SFO was as busy as I've ever seen it; and for one person to handle push back and taxi requests; as well as arrivals and departures on crossing runways; at night; was absolutely ridiculous. This was the biggest safety threat I've seen in a long time. Additional factors included three-hour delays that all aircraft were experiencing; operations in the middle of the night; with enormous amounts of construction occurring across the airport (and the resulting runway and taxiway closures); made this an accident waiting to happen. The Tower should have been fully staffed for an evening like this.




Synopsis: B737 First Officer reported there was only one Controller working all positions at night during heavy traffic at SFO.
Date: 201510
Local time of day: 1201-1800
Location: JWN.Airport, TN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D JWN
ATC / advisory: UNICOM JWN
Second aircraft: Light Transport
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: JWN airport (with a single runway) was undergoing major construction and had no parallel taxiway; plus the only exit from the runway was a single narrow taxiway at the end of runway 02 leading between some hangars to and from FBO. No operating control tower- only UNICOM. Before departure I asked in the FBO what the active runway was; and the reply was that 'people are taking off on runway 02 and landing on runway 20 to avoid a back taxi on a long runway'. Taxiing out to runway 02 for departure I encountered another low wing SE airplane near the runway end taxiing in on a narrow taxiway (who had been confused by the screwed up airport configuration); so we talked ourselves past each other on UNICOM. I had apparently not heard the radio call in of a small jet landing on runway 20; so I started my takeoff roll on runway 02 and only saw the aircraft who had landed and was at taxi speed during my takeoff roll when I was near rotation speed. Consequently; I thought the best option was to immediately lift off with a slight turn to the right to laterally clear the runway in any case; and that worked - I missed him vertically by 50 feet and laterally by more than 150 feet. Was that the best split-second decision? I thought so - I am a former airshow pilot. In my opinion; the airport management had made some bad decisions concerning their improvement construction (reconstructing the parallel taxiway) and the airport was dangerous considering their heavy corporate jet traffic. I had not heard the small jet on UNICOM - possibly due to my conversation on UNICOM with the SE plane taxiing in (in the opposite direction) just prior to takeoff. The wind was fairly light and runway 20 was apparently chosen by the jet traffic to likewise avoid a back taxi since the only runway exit was at the very end of runway 20.




Synopsis: C182 pilot reported a conflict on takeoff from the non-tower JWN airport with a corporate jet landing opposite direction. Reporter cited operational concerns stemming from construction as a contributing factor.
Date: 201504
Local time of day: 1201-1800
Location: C90.TRACON, IL
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Flight plan: IFR
Flight phase: Other holding
Airspace: Class B ORD
ATC / advisory: TRACON C90
Reporter organization: Government
Reporter function: Approach; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification; Distraction; Communication Breakdown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Aircraft

Narrative: I was training on Sector 1. Aircraft was cleared for the RNAV Runway 30 approach at GYY. Aircraft went missed and asked to hold while they waited for the weather to improve. Certified Professional Controller-In Training (CPC-IT) elected to vector the aircraft over Lake Michigan due to the complexity of the session (ZAU refusing handoffs on MDW departures; multiple missed approaches at MDW) and no suitable place to hold. I concurred with his decision.CPC-IT instructed Aircraft X to turn to the east; and there was no response. He tried again; and again no response. I took over the sector due to complexity and continued vectoring aircraft into MDW while attempting to contact Aircraft X on my frequency and 121.5. I also asked GYY Airport Traffic Control Tower (ATCT) and SBN Approach to reach out and issue an immediate turn to a heading of 090.Aircraft X entered a 3;300 feet MVA at 3;000 feet; almost directly over the Hancock building over downtown Chicago.  Aircraft also passed inside of ORD ATCT airspace. Communication was restored as the aircraft passed over PWK.We should have avoided issuing a heading that pointed at a higher MVA and ORD airport; even if the aircraft was 20 miles away at the time.  A 360 heading would have kept the aircraft over Lake Michigan and the aircraft would have simply flown toward Wisconsin and lower MVA's. We used a 320 heading with the intention of turning away from ORD and the higher MVA (which was attempted more than 20 times); which resulted in the NORDO aircraft violating the MVA.




Synopsis: C90 instructor reports of an aircraft that is NORDO and enters a MVA that is higher then the aircrafts altitude; also this aircraft violated Class B and C airspace.
Date: 201807
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Reporter function: Pilot Not Flying
Human factors: Situational Awareness; Communication Breakdown; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Air Traffic Control; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was Pilot Monitoring (PM) for this leg as First officer (FO) was flying a visual approach backed up by ILS. The FO had the autopilot connected and was managing the approach with the thrust levers and the V/S wheel on the FCP. At 1;000 feet the FO was approximately 1/4 dot low on the glideslope. I stated he was low and he responded with 'Correcting.' He was slow to correct and the initial correction was to add thrust without decreasing V/S. He disconnected the autopilot but didn't adequately adjust his pitch. I stated glideslope as we were approaching 1 dot. About the same time the Tower announced a low altitude warning using our call sign which I responded to with correcting. The FO adjusted pitch and power and we were stabilized by 500 feet. We landed normally. FO's fixation error while flying the approach possibly due to task saturation caused him to get low on the glide path while in visual conditions. I should have been more directive in my communication with him and checked the deviation sooner. Continue to emphasize CRM and directive clear communication between PM and Pilot Flying (PF). I should have been less concerned with not wanting to micro-manage a relatively experienced FO and directed a positive correction sooner.




Synopsis: CRJ-200 Captain reported receiving a low altitude warning from the Tower during approach to ATL airport.