elihoole/asrs-aviation-reports huggingface dataset:
Date: 201411
Local time of day: 1801-2400
Location: CCR.Airport, CA
Light: Night
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class D CCR
ATC / advisory: Tower CCR
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X called in bound from the south (reported circling over 680/24 interchange); I didn't catch his call sign so I told him to enter and report a 2 mile left base for runway 32L; and say again his numbers.  On his read back he gave his call sign again; but cut out before the assigned runway so I had him verify a left base for 32L and he verified left base for 32L.  Upon review of the tapes I realized that while he verified a left base for 32L he did not verify the 2 mile report.  At this time I also had 2 aircraft in right closed traffic for 32R; another departing 32R North bound and a aircraft entering the 45 for 32R to join the pattern (this aircraft also being traffic for the departing aircraft). I had a aircraft in left closed traffic for 32L as well.  Aircraft X reported that he had a NMAC with Aircraft Y that he overflew he reported at 30 ft.  I asked him to say position and altitude he reported altitude of 800 feet about to turn left base for 32L.  I then saw that he was not 'about to turn base' rather he was already on a short approach to overfly the tower on a left base for 32L; I told him that I had not heard his 2 mile base report and told him to go around and continue in left closed traffic.  Aircraft Y never reported a NMAC or anything else.   Aircraft X went around and landed with no further incident. The weather at the time was hazy; I was spotting aircraft out the window about 3-4nm out.  When asked one of the pattern aircraft reported in flight visibility at 6-7nm.I had a lot happening on 32R and my attention was focused on giving traffic to my departing aircraft and incoming aircraft as well as sequencing the other aircraft in their pattern sequence.  I never got a position report on Aircraft X until it was too late; neither did I see him on the radar; but I should have paid more attention to the other runway.  I only had the one aircraft in the pattern for 32L; but I knew Aircraft X was inbound; I should have been thinking that it had been awhile since he called inbound where is he?  I should also have made sure he read back the need for a 2 mile base report.




Synopsis: CCR Tower Controller reports of a reported NMAC by an aircraft that did not report a 2 mile left base.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure; Communication Breakdown
Anomaly: 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: I was the pilot of Aircraft X; a Piper Archer; departing from ZZZ. I monitored the CTAF during run-up and taxi. I visually checked for arriving and pattern traffic and announced my intention to takeoff on Runway XX with a departure to the east. No aircraft were visible and there were no aircraft reporting on CTAF. I performed a normal takeoff and while climbing on runway heading I received a audible traffic advisory from my ADS-B which indicated an aircraft was 200 ft. above me. I had not reached pattern altitude. I immediately stopped my climb and scanned for the traffic. I observed a high wing aircraft less than 200 ft. overhead and less than 50 yards to my left. The aircraft was heading westbound and was only slightly offset from the runway at ZZZ. I altered my course to the right. Once clear of the conflict; I continued my climb to pattern altitude and contacted Buffalo Approach to report my position and request flight following. I believe the other aircraft was on a visual approach to land at ZZZ1; which is close to ZZZ. The pilot of the other aircraft essentially directly overflew ZZZ Runway XX at pattern altitude causing a significant potential conflict. Most of my flight time has been spend operating at ZZZ and I have never experienced an incident like this; so I believe it is isolated. I think the pilot of the other aircraft should have been mindful of the airports and airspace surrounding ZZZ1 and should have avoided flying over ZZZ at pattern altitude. Workload depending; Approach should consider advising arriving aircraft to ZZZ1 when they will directly overfly a satellite airport at less than 500 feet above pattern altitude. This does not relieve the pilot's responsibility to see and avoid; but is an added precaution.




Synopsis: PA-28 Pilot reported a NMAC during takeoff with an aircraft transitioning the airport traffic area.
Date: 202107
Local time of day: 1801-2400
Location: LCCC.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: Wind
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A LCCC
ATC / advisory: Center LCCC
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Confusion; Human-Machine Interface; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Software and Automation
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: GPS Jamming causing ADS-B OUT L and R alerts with loss of GPS position. GPS jamming.




Synopsis: An Air Carrier pilot reported GPS jamming.
Date: 201307
Local time of day: 0601-1200
Location: ZME.ARTCC, TN
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZME
ATC / advisory: Center ZME
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I am writing this report to document an enroute wake turbulence encounter that occurred [enroute] to ATL. We were enroute in relatively clear; calm; VFR weather somewhere near the BNA VORTAC in cruise flight at FL330. The winds aloft were very light; a very slight headwind. The CA (PF) had me request FL350 from ATC and I complied. Shortly after that; the CA went off the radio to brief the passengers and turn off the seatbelt sign; and I took the controls and radios. We received our clearance to climb to FL350; and I began our gradual climb. ATC then notified us that we were following a B747 seven miles ahead at FL350. The CA completed his briefing; and I returned the controls to him; also briefing him on the wake turbulence advisory and location of the B747. Just about our climbing through FL340; we began to feel the first indications of wake turbulence. About a second or two later; we hit the full wake turbulence effects; with our a/c rolling about 45 degrees (my estimate) first to the right; and then to the left. The CA soon regained control; and we both concurred that we should go back down to FL330. I requested that from ATC; advising them that we did hit the wake of the B747. We immediately got cleared and returned to FL330. The CA shortly thereafter checked on the flight attendants; and then briefed the passengers on what had happened. Nobody seemed to be injured or upset.




Synopsis: Medium Transport First Officer reported wake vortex encounter at FL350 in trail of a B747; causing a 45 degree roll to the right and then the left.
Date: 201812
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Dispatcher
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Flight release read 'Overburn added for FCAC On for Dry Ice.' Turned FCAC (Forward Cargo Area Cooling System) On IAW (in accordance with) procedures. When hazmat paperwork arrived prior to pushback; it said 'FOM XY.ZZ Dry Ice supplemental procedures in effect due to 680 kgs of Dry Ice in forward belly. Complied with supplemental procedures. Blocked out and departed. After airborne and re-reading procedures decided flight plan release should have been amended prior to departure. Called Dispatch to discuss proper documentation.Ramp is required to notify Dispatch if Dry Ice Supplemental procedures are in effect.


Second narrative: Received a SATCOM call from Aircraft X enroute to ZZZZ. Captain said he was not advised from the previous dispatcher that supplemental procedures were in affect due dry ice exceeded the 559 kgs in the FWD lower belly. Original release did include the 0.4 overburn for the FCAC on. Total dry ice 1670 kgs. Upper deck 990 kgs. FWD lower 680 kgs.


Synopsis: Air carrier flight crew and Dispatcher reported flight release errors regarding hazmat cargo on board.
Date: 201512
Local time of day: 0601-1200
Location: OAIX.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON OAIX
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure; Airport
Primary problem: Environment - Non Weather Related

Narrative: Bagram had an unplanned runway closure due to a rocket attack. There were multiple aircraft airborne responding to the attack and either departing or trying [to] land at Bagram. We were under radar control and were told to descend and turn direct to GINRI to start the approach to runway 03. There was a UAV lower than us that was called out by the controller. Our turn radius and descent rate brought us into conflict with the unmanned aircraft. The RA command was to 'level off'. We did so until the RA stopped and then continued with the controller's directions. We did not report the RA because the radios were very busy. I am very grateful the UAV had an operable IFF. It would have been much worse otherwise.Stop flying into Afghanistan.




Synopsis: A Captain on approach to Bagram reported a TCAS RA 'LEVEL OFF' command from a Unmanned Aerial System (UAS) as his aircraft was vectored for landing Runway 03 while the airport was under a rocket attack.
Date: 202101
Local time of day: 1201-1800
Location: FUELR, CA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT; Tower ZZZ
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: Drone sighted on north side of the aircraft within 100 feet. Over FUELR intersection at approximately 7;500 feet sighted a drone within 100 feet of the aircraft. Drone was clearly visible.




Synopsis: Air carrier Captain reported an NMAC with a drone during final approach to LAX over FUELR intersection.
Date: 201407
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Aircraft Cooling System
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; Deviation - Speed All Types; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL260 a Flight Attendant called up to say that there was an electrical burning smell. The Captain went back to check it out while a Flight Attendant came into the cockpit with me. He returned a minute later and asked me to go check if I smelled anything. I went back and around row one smelled a distinct electrical burning smell similar to when something short circuits. I returned to the cockpit and advised the Captain that I smelled it and felt that we needed to get on the ground. Prior to leaving the cockpit I called up nearest airports on my MFD and saw that we were within a few minutes of several.The Captain [advised ATC]; and we initiated a descent and turn back to one of the nearby airports which was VMC. Coming through 10;000 I maintained 300 knots in an effort to get the aircraft safely on the ground in case there was a fire. We ran all of our checklists and made a safe overweight landing on RWY XX. As we pulled off the runway the firetrucks met the aircraft but did not observe any fire; so we had them follow us to the gate. Firefighters boarded the plane and concurred that there was a smell of an electrical fire. Maintenance found a fan in the galley/lav area had shorted out and failed; causing the smell.




Synopsis: A CRJ-900 diverted to a nearby airport after the flight attendants and the flight crew agreed there was a clear electrical burning odor in the front of the passenger cabin.  After landing and inspection Maintenance found a failed fan in the galley area that had shorted out; causing the odor.
Date: 201907
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Equipment / Tooling; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Flight ZZZ to ZZZ1 all normal about 15min/20min prior TOD (Top Of Descent) an ACARS (Aircraft Communications and Reporting System) msg (Message) was received advising the crew to contact the Duty Pilot ASAP (As Soon As Possible). The Captain was the PM (pilot Monitoring) therefore he proceeded to ask 'why' over the ACARS. The response was 'unsecured cargo ' First officer was the PF (Pilot Flying) and at this point I took control of Com1. A Minute later ATC (Air traffic Control) asked to contact FSS (Flight Service Station) for a company msg (Message). I stayed on Com 1 as the Captain proceeded to contact company on Com 2. After the conversation between Captain and the Duty Pilot the Captain proceeded to explain the reason of the call 'unsecured cargo' cargo locks not up and secured on a bin. after reviewing our choices we both agree for the Captain to go and check the issue which he did. After 5 to 10 mins. The Captain returns to his seat he then proceeded to explained that the cargo in question was loose and had roll back 4 positions and he locked it on the position it had roll-into. Then the Captain contacted the Duty Pilot again as I continued flying and monitored ATC (Air Traffic Control). We began our descent into ZZZ1 without any further problems. After reviewing the situation we agree for the Captain to assume control of the aircraft thereby he proceeded to take control of the aircraft. I began to PM (Pilot Monitor) at this point no further observation. End of my narrative.Perhaps a separate 'cargo locks' checklist with two signatures from Ground Personnel may be required and verified by the Captain. Also along proper training emphasis on cargo shift. My observation is the at times cargo is not on premises and or delays on cargo arrivals into airport happen therefore the ground crew leaves the cargo locks down until the cargo arrives but if it doesn't then what? Training must focus on the importance of safety and cargo shift mishandling. Therefore Cargo locks must be up and secured even if cargo is still missing not in the premises and or awaiting to be loaded due to delays may be incorporated into ground personnel training.




Synopsis: B767-300 First Officer reported being notified of unsecured cargo after departure.
Date: 201807
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Immediately after starting both engines and re-configuring the bleed system to supply the PACKs air from their on-side engine bleeds; which itself followed a previous BTB for maintenance; the aft; B; flight attendant called the flight deck to report the aft; D; flight attendant vomiting in the presence of acrid/metallic/oily fumes. The fumes were reported to be noticeable from Row 16 aft. Two passengers also reported noticing the fumes as well as a passenger vomiting as well. It is unknown if [the passenger] perceived the fumes as well. We; the flight deck crew; did not.




Synopsis: A320 Captain reported complaints from the Flight Attendants of noxious fumes shortly after engine start.
Date: 202001
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We were getting vectors for the visual app 24R; we were assigned to slow down; and right after we were established on the LOC we encountered the wake turbulence at 2;800 feet before final approach fix; then ATC said that we had a traffic 2.5 nm ahead.




Synopsis: EMB-175 First Officer reported encountering wake turbulence 2.5 miles in trail of traffic on approach to 24R at LAX.