elihoole/asrs-aviation-reports huggingface dataset:
Date: 202110
Local time of day: 1201-1800
Location: IAD.Airport, DC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZDC
ATC / advisory: TRACON PCT
Second aircraft: Military Trainer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Aircraft
Primary problem: Airspace Structure

Narrative: I was just on departures and watched everything. Aircraft X was descending towards the initial approach fix during simultaneous ILS approach operations at IAD. The final was busy as was the approach sector who handed him off missing many VFR targets not talking to flying all through our arrivals and the final. One VFR [aircraft] flying west to east level at 3;000 feet flew right through the final just outside the Bravo and Aircraft X who was descending to the same altitude responded to a TCAS RA to miss him. The VFR target was hard to see with all the busy traffic for the west final over top of his tag; and the final was busy. This happens all the time.We need to extend the Bravo to encompass our finals. FDK airport is just under about a 25 mile final to IAD when we are in a south operation. Our simulate SOP dictates we must go out to just south of FDK but usually get pushed out farther at 3;000 feet. This means aircraft fly into the Bravo; past the airport; then back out again; not just out of the lower limits; but out of the lateral confines of the bravo all together. Furthermore; the SFRA causes almost every single GA aircraft on the East Coast that wants to fly into the Northeast corridor (PHL; NYC; BOS area and beyond) and avoid having to talk to ATC or file and SFRA flight plan to all fly around it over the same spot. This is right over FDK. There are far too many little VFR [aircraft] that we aren't talking to that we are constantly trying to dodge flying right through our finals and arrivals. Even when we are north; we have two major STARs that fly right over FDK. The Bravo needs to extend out to encompass the FDK area to push these aircraft out of the way. The same problem exists but to a lesser extent in a north operation with HEF aircraft.




Synopsis: PCT TRACON Controller requested changes to Class B airspace to enhance safety.
Date: 201705
Local time of day: 1201-1800
Location: 5Y3.Airport, WI
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 103
Mission: Personal
Flight phase: Cruise
Airspace: Class E MSN
Second aircraft: Cessna Citation Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While flying my hang glider out of the Gutzmers Twin Oaks airport I heard an approaching jet sound; flying from north to south at approximately 3500 ft; [a] multi-passenger jet; looked like a Cessna Citation. I was close enough to see the pilots in the cockpit. I was concerned about wake turbulence but encountered none. Other than that incident flight uneventful. Incident was witnessed by another glider in the vicinity.




Synopsis: Hang glider pilot reported a NMAC with a Citation in the vicinity of 5Y3 airport.
Date: 201808
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Hydraulic Fluid
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft indicated we lost all our system A quantity hydraulic fluid.  We ran the checklist. I felt the safest course of action was to return to [the airport]. We landed with no further issues.




Synopsis: B737 pilot reported a complete loss of System A hydraulic fluid.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: ATR 72
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were holding short awaiting take off clearance from tower. About the same time we received our takeoff clearance; my phone began to ring as I had inadvertently neglected to turn it off prior to starting the aircraft. I asked the FO (First Officer) to tell the Tower we needed more time; and with the parking brake engaged; I switched the phone off. Afterwards; we told the Tower we were ok to go; and we received a subsequent clearance to depart the airport. The remainder of the flight proceeded normally. I regret my lack of attention in securing my phone prior to departure.Several other carriers have added 'CELL PHONES OFF' to their preflight checklists; and that may be helpful for us.




Synopsis: ATR72 Captain reported neglecting to turn off a cell phone that rang just prior to takeoff.
Date: 201401
Local time of day: 0601-1200
Location: P50.TRACON, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZAB
ATC / advisory: Center ABQ; TRACON P50
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion; Communication Breakdown; Time Pressure
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Was climbing out of PHX airport. Was given a heading and instructed to climb to 14;000 FT. We were then handed off to another ATC Controller and then had TCAS RA and descended. Was questioned by Controller. To us it sounded like no coordination of our instructions during handoff. Poor communications and lack of ATC coordination.




Synopsis: Near 10;000 FT while climbing out from PHX; an air carrier crew took evasive action after a TCAS RA DESCEND alert; as another aircraft passed close by.
Date: 201212
Local time of day: 0601-1200
Location: PCT.TRACON, VA
Flight conditions: VMC
Light: Daylight
Aircraft: MD-88
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Human-Machine Interface; Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Weather

Narrative: The First Officer was the pilot flying the RAVNN RNAV STAR into BWI. The STAR requires the aircraft to cross OTT at 9;000 MSL. The First Officer was using VNAV to fly the aircraft. However; we had over 100 KTS of tailwind and VNAV was having difficulty calculating the descent rate needed to meet the crossing restriction. I was performing the descent and arrival procedures and was momentarily distracted from monitoring the aircraft's progress. When I did notice our higher than normal groundspeed I directed the First Officer to increase his descent rate in order to comply with the restriction. He elected to use vertical speed at first but I soon directed him to disconnect all aircraft automation and hand fly the aircraft to try to meet the restriction. He increased the descent rate in an attempt to comply but was unsuccessful. The aircraft crossed OTT at approximately 9;600 MSL. There were no aircraft or terrain conflicts. ATC did not comment and we continued to BWI and landed uneventfully. If the First Officer had increased the rate of descent we would have made the restriction. If I had asked for relief on the restriction we would not have had to submit this report.




Synopsis: An MD88 was unable to comply with a 9;000 MSL crossing restriction at OTT on the RAVNN RNAV STAR to BWI. 100 KTS tailwinds and a tardy recognition of the need to abandon autoflight in order to comply contributed to the deviation.
Date: 201311
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Flight crew detected exhaust-like fumes during climb and then cruise. We checked with the Flight Attendant to see if she noticed any fumes. She did not. We decided that we were still detecting the fumes and decided to suit-up with the Oxygen masks. We declared emergency with Center with a divert to a suitable airport. We did the Fuselage Fire or Smoke; Unknown Source checklist and landed. We declared an emergency and diverted because we were getting exhaust-like fumes in the cockpit and we were not feeling 100% well physically. Passengers claimed that they all felt fine and deplaned normally. Captain and First Officer were checked by paramedics. Medics recommended that we go to hospital to be checked further. Captain; First Officer; and Flight Attendant were checked at the hospital and later released.


Second narrative: After departing; the Captain inquired of smelling exhaust fumes. I concurred and anticipated it was temporary and would evacuate on its own. I thought it may have come from other aircraft we were taxing behind. I had opened my cockpits vents to allow more air flow and to dissipate the smell. Shortly afterwards I had taken an Excedrin for a headache. We continued the flight and a little while later I had inquired with the Captain if he still smelled the fumes. We both agreed that it still remained and decided to put the oxygen masks on. After the Captain had read through the Emergency checklist he asked the Flight Attendant if she smelled anything; (she said no). The Flight Attendant was informed and told to prepare the cabin for diversion and no need for brace. Upon landing the passengers were disembarked to the terminal. We both felt that the fumes were affecting the way we felt. Irritation in the chest and labored breathing.


Synopsis: DHC8-100 flight crew reports smelling exhaust like fumes during climb and cruise. The Flight Attendant and passengers do not notice any fumes but the crew elects to divert.
Date: 201904
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Had boarded the plane first and started in the aft plane gather catering items while catering was on board. Also was placing my crew bags away. I had approximately been on the plane for 10 minutes when [I] was informed that there was a report of an odor and we were delayed; finished putting stuff away and was in front with pilots and rest of crew. Captain informed us that they were going to do some test and needed us off the plane. We were in the jetway for a while before we were told that we should go to main terminal. We waited until notified that the Captain wanted to speak to us. Once back on the plane we were informed that the plane had failed the test twice and that the flight would be canceled. We stayed on the plane while pilots filled out their reports and getting coordinated with crew scheduling. Prior to leaving to return to the hotel; I became ill; nauseous and vomited. We were sent back to the crew hotel. Due to it being an air quality control issue it was a requirement to do report this occurrence. Have fume/air quality detectors just as we have smoke detectors.




Synopsis: B737-800 Flight Attendant reported illness (nausea; vomiting) caused by a fume event during preflight.
Date: 201405
Local time of day: 0601-1200
Location: DAB.Airport, FL
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
ATC / advisory: Ground DAB; Tower DAB
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Gate
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I was working Ground Control 1+2 combined at the time of the event.  During a scan of the movement area I noticed a plane on Taxiway Papa moving eastbound who I had no communication with. I reached out and stated; 'Aircraft on Papa; say call sign.' No answer; tried again and no answer. I had an Operations vehicle in front of the airplane that pulled off the taxiway when he heard me reaching out to the aircraft. I asked Local 1 if he knew who the aircraft was and he stated no.  Local 2 realized it was his aircraft in the pattern who landed on the taxiway. Local 1 instructed the pilot to stop and contact Ground. I read him the warning and he wanted to go back to the runway.  I issued taxi instructions and then ask him if he realized that he landed on a taxiway and the pilot stated no.  He then requested to go back to the Ramp.  I canceled taxi instructions and issued him new instructions.  At this point it started to set in and he requested the Operations vehicle to escort him back to the Ramp.  Pilot was not ready for solo.  No warning before landing on taxiway.  Runway separated by less than 2;500 FT.




Synopsis: DAB Ground Controller notes an aircraft on Taxiway P that he is not talking to. Local 2 informs Ground that the aircraft is his and was supposed to have landed on Runway 7R; but instead landed on P.
Date: 201411
Local time of day: 0001-0600
Location: DTW.Airport, MI
Flight conditions: IMC
Weather elements / visibility: Snow
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground DTW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing in DTW; we were taxiing to our gate. The taxiway conditions were snow-covered with fair braking action. We had shut down our right engine and left the APU shut down. A snow plow was on our right and just ahead of us. I was watching him when he abruptly started to turn left into us. I applied the brakes; with minimal effectiveness; and I was going to apply reverse thrust but muscle memory kicked in and I mistakenly shut down the right engine. We lost all power and rolled to a stop. The plow never completed his turn but saw us and turned right. We informed ATC and the FA's and started the APU to restart the engines. Within two minutes the engine was running again and we taxied to the gate without incident. The threats were: 1. Snow Plow 2. Slippery taxiway In retrospect my taxi speed was probably too high for conditions and [I was probably] in the snow plow's 'blind spot'.




Synopsis: CRJ Captain reported accidentally shutting down the only operating engine on taxi in to the gate when a snow plow turned towards him.
Date: 202202
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was ferrying Aircraft X from State 1 to State 2; I filed an international flight plan with Canada and I departed ZZZZ / terminal control south bound for customs at ZZZ. Some where 1 hour to 1.5 hour out of ZZZ my alternator stopped charging and my battery died. I put 7600 into the transponder so ZZZ could see me coming in on radar. 20 minutes out of ZZZ I started calling the Tower on my cell phone. I called around 15 times and failed to get Tower on the phone I left a voicemail letting them know I lost my comms and I needed to land for customs.  When I didn't get through and no one called me back I proceeded into Class D airspace and looked for traffic and kept scanning the area like you would in uncontrolled environment; I landed and got off runway as fast as possible; I proceeded to taxi to customs. I couldn't see any lights from Tower during flight or taxi.Once at customs I was told ZZZ Tower claimed I had no flight plan; I called verified I did with Canada; minutes later ZZZ did acknowledge I had a flight plan. Spent 2 days in ZZZ getting aircraft repaired for continued ferry flight. Left when aircraft comms was repaired with no issues.




Synopsis: Pilot reported losing the alternator on a ferry flight and landing NORDO.
Date: 201906
Local time of day: 1801-2400
Location: SRQ.Airport, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C SRQ
ATC / advisory: Tower SRQ
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Chart Or Publication; Company Policy
Primary problem: Chart Or Publication

Narrative: I cleared Aircraft Y for takeoff and as he was established in his climbing right turn heading 180 to 1;600 feet I switched the aircraft to Departure Control. Then I cleared Aircraft X for takeoff on the RNAV Departure. As the aircraft climbed off the departure end; I noticed the wing dip and the aircraft begin a right turn toward the previously departed Aircraft Y. I instructed the pilot of Aircraft X that they should be Runway Heading and the pilot replied; 'No sir'. I immediately went to issue traffic to Aircraft X but mid-transmission; noticed he was turning faster than expected and gave 'traffic alert' on the Aircraft Y that was now less than a mile at his 1 o'clock. I advised Aircraft Y of traffic just in case they were on my frequency but did not receive a response. The RNAV departure procedure should have the aircraft climbing to 3;000 feet on runway heading before any turns are made. This is not the first time this issue has occurred in my short time here. I have been in the tower cab for three of these occurrences and each time has resulted in a close call. The wording of the climb-out instructions for this RNAV SID are on a separate page and can be confusing for pilots as compared to many other RNAV departures I have seen and read. The wording must be changed to alleviate further confusion.

Callback: Reporter stated Local Controller is supposed to state Fly Runway heading with takeoff clearance and the facility is working to clear up the confusing verbiage on the SID.



Synopsis: A SRQ Tower Local Controller reported an Air Carrier did not fly the RNAV SID as expected and towards a confliction with previous departing traffic and that this is a recurring issue using this RNAV SID.