elihoole/asrs-aviation-reports huggingface dataset:
Date: 201501
Local time of day: 1801-2400
Location: ZAN.ARTCC, AK
Flight conditions: VMC
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZAN
ATC / advisory: Center ZAN
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Situational Awareness; Distraction
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: Procedure

Narrative: Aircraft X departed ANC. Approximately 15 minutes after departure the aircraft requested clearance back to ANC which was issued via TAGER direct ANC and aircraft was issued descent. Aircraft was queried as to the need for assistance or direct routing and responded negative. Flight plan was amended to *TZ (present position) direct TAGER direct ANC and accepted by the FDP. As Aircraft X was nearing TAGER (arrival gate/airspace boundary fix) another IFR aircraft (southwest of ANC descending from FL190 to 120) went into Conflict Alert with an unknown VFR aircraft indicating 16;500 feet MSL. Traffic was issued; and approximately 30 seconds later a Traffic Alert (TA) was issued and the IFR aircraft was advised to maintain at or above 17;000 feet. The aircraft acknowledged. The VFR aircraft; apparently having been monitoring the frequency called and stated he was the traffic. A squawk was issued and the aircraft advised to maintain VFR at or below 16;500 feet. The IFR aircraft; approaching 17;000 reported a RA (resolution advisory) and subsequently reported the VFR aircraft in sight. Aircraft X was 1-2 miles from TAGER at this point and I transferred communications to ANC Approach Control; not realizing that no Fix Pairs enabling automated handoff had been assigned when the flight plan was amended and Aircraft X entered Anchorage Approach airspace with no automated handoff or manual coordination. I was distracted by the traffic situation south of Anchorage and its resolution and failed to see that Aircraft X had not handed off properly. Fix Pairs- fix pairs not being assigned when changing destination on an aircraft is a recurring problem and should be resolved. I assumed Aircraft X had handed off to Approach Control even though the data block did not reflect that. I was distracted by a higher priority safety event and did not manually input Fix Pairs or coordinate with Approach. I saw what I expected to see; and not was actually occurred. Pay attention to detail.




Synopsis: ZAN Controller reports of an aircraft returning to ANC; which entered ANC airspace without a correct handoff resulting in an airspace violation. ZAN Controller did not enter fix pairs; so the computer would not hand off correctly.
Date: 201812
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Filed on the DYAMD 4 RNAV arrival into SFO. Tried pulling it up on Jepp FDPro and it returned [an error] message. We had 3 iPads in the flight deck and none could access this arrival. We reverted to the paper chart on the airplane and continued the flight without further incident.




Synopsis: A320 Captain reported being unable to view the filed arrival into SFO on the iPads; so reverted to paper charts.
Date: 201604
Local time of day: 1801-2400
Location: EPH.Airport, WA
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Mission: Personal
Airspace: Class E EPH
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: I was flying my glider in the 'drop' area where we tow gliders and a C-17 flew right through the area at my altitude less than a mile from me.  Fortunately I saw it earlier before it turned to cross through the area.  The area the C-17 came through is a known high glider traffic area (glider symbol on sectional chart) where gliders are towed to begin flights.  There were several of us in the air when this happened and at least one glider was closer than I was.  Since this happened; C-17 traffic has repeated the same route right through this area; most recently last week when we had over 30 gliders flying.  It is not a safe practice for the [military] to run low level C-17 missions right through a known high VFR traffic area.




Synopsis: Glider pilot reported an airborne conflict; and questioned the practice of C-17 aircraft flying through the glider release area east of EPH at 4;000 feet.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departure from ZZZ on a southern heading; climbed to 8;500 feet with flight following to ZZZ1. After transitioning to cruise at 8;500 feet I realized my manifold pressure readings were significantly below expected (mid-20 in while expecting 30+). I informed Approach about turning back to ZZZ. The landing was uneventful. After rolling off the runway I was able to reproduce the lack of full power when opening the full throttle.




Synopsis: BE36 pilot reported an engine malfunction in flight resulting in a return to departure airport.
Date: 201701
Local time of day: 1201-1800
Location: PNM.Airport, MN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZMP
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
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 enroute from ZZZ to ZZZ1 at 5;500 feet MSL at approximately 90-95 KTS measured airspeed; heading 085. I announced on the local UNICOM that I was operating at 5;500 feet MSL and would be transiting the area at 5;500 feet; directly over PNM from the west to the east (actual track on iPad-based GPS was indicated at 086 degrees). When I was approximately 6 NM west of the field. At 5;500 MSL and approximately 1.5-2 NM west of PNM; another fixed wing aircraft overtook my aircraft from the rear; and flew directly in front of my aircraft from right to left (southwest to northeast) at a rate of speed at least 40 KTS faster than my own plane. The aircraft came within 100 feet of my own aircraft; on an approximate track of 070 degrees; and was at an identical altitude to my own; based on my observations and estimation. There was no radio announcement from the other aircraft despite being in the close vicinity to PNM; and the aircraft did not slow to make contact.Instead; the aircraft appeared to accelerate and climb quickly away from the situation. I turned right to evade the aircraft since it was behaving erratically. I contacted ZZZ control tower on the Tower frequency and asked for recommendations; since they were the last ATC with which I'd had contact. ZZZ tower stated that they'd had no contact with the aircraft I'd encountered; and they recommended frequency change to Minneapolis Center; since ZZZ does not have radar tracking capabilities. I contacted Minneapolis Center on the suggested frequency and squawked a new transponder code at their request. The controller at Minneapolis Center said there was another VFR aircraft in my area; climbing through 8000+ feet; 020 degrees from my location; with distance between aircraft increasing. Minneapolis Center stated that no contact had been made with the other aircraft and there was nothing more they could do regarding the near-miss situation. I requested change to VFR and local frequencies; which was approved; and descended to land at ZZZ1; my original destination. The other aircraft was a low-wing single-engine propeller design plane; a 2 or 4 seater aircraft; similar in style to a Cirrus. My aircraft does not have traffic avoidance technology; Stratus; or built-in GPS.




Synopsis: A general aviation pilot reported a NMAC at 5500 feet with an aircraft converging from right to left. Pilot stated that they were within 100 feet of each other.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Inflight Shutdown; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at en route cruise FL370 Flight Crew noticed a decrease in left engine oil quantity.  The white exceedance box illuminated around the secondary engine parameters and the left oil quantity soon went to reverse video.  At this time; oil pressure showed normal at 69%.  As we watched the oil quantity continue its slow drop; the decision was made to divert to [a suitable airport] out of precaution.  Knowing we were above MLGW (Maximum Landing Gear Weight); we requested to hold and burn down.  ATC directed us to hold as published.  I believe we were at 11;000 ft.  We lowered the gear; extended the speedbrake and dropped flaps to expedite the fuel burn.  Once the oil quantity dropped below 10% and anticipating a loss of oil pressure; [we requested special handling from] ATC.  Eventually with oil quantity reaching zero; oil pressure started to fluctuate between 37 and 53%.  At this point feeling the engine oil pump was beginning to cavitate; the Captain took controls and ordered the QRH ENG Low Oil Press checklist and subsequent Engine Shutdown Checklist based on the abnormal indications. We did not wait for the Low Oil Press light to illuminate because we knew it was soon to come. The left engine was secured.  Once MLGW was ensured; Captain landed [using] flaps 15.  Aircraft cleared the runway at the end where fire trucks were waiting.  Airport personnel inspected the left engine and gave the go-ahead for taxi to the gate. During this event; the passengers were well informed of the situation and the diversion.  Dispatch was notified and offered assistance as needed. Post flight inspection revealed the bolts holding the left engine Air Turbine Starter had sheared.  With the ATS (Air Turbine Starter) detached; engine oil which normally lubricates the seals was leaking from the breach.




Synopsis: B737-800 Captain reported diverting to an alternate airport after inflight shutdown following loss of left engine oil quantity.
Date: 202011
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: C Flight Attendant positioned behind the exit row on Aircraft X. Family boarded with 2 small children; one of whom would occupy a car seat. I believe car seat may have had blankets over it during boarding so it was difficult to tell that it was a car seat. It was also difficult to see what was going on in front of the exit row when I was behind it due to multiple passengers; seats; and distance in the way. We also became distracted at the end of boarding by a high maintenance passenger traveling with 2 dogs that attempted to sit in the exit row that took some time to relocate. It was getting close to our departure time; so C needed to brief the exit row passengers and get to the front. Due to the above factors; it was missed that the family with the car seat was one row in front of the exit row. This was not noticed until A flight attendant did the final walkthrough shortly prior to being cleared for departure. At that point; the plane was in motion; the seatbelt sign was on; and every row was occupied. There was not somewhere we could realistically move a family of 4.We could have more specific instructions for the D Flight Attendant during boarding; to position on an opposing part of the exit rows from the C on the 800 to be able to see what is going on all around the exit row. The 737-800's exit row is 3 entire rows; and it is difficult to see what is going on all around it with just one person located there. Additionally; the D positioned in the exit row during boarding would keep the exit row monitored during potential distractions; like having to relocate a passenger from the exit row.




Synopsis: Flight Attendant reported a family with a car seat sat in an unapproved location.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Aircraft: EMB ERJ 140 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Approach
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: We were set up for approach to land on Runway 13R at ZZZ and ATC changed our Runway to 18R and instructed us to descend down to 4;000 feet.  ATC then reported that other airplanes on approach to 18R had started initiating go arounds and gave us a heading to depart the area southwest.  We then encountered severe turbulence which included the autopilot disconnecting and an altitude loss of approximately 400 ft. with airspeed variations of plus or minus 30 knots.  We then exited the turbulence and coordinated with dispatch and ATC to divert to our alternate of ZZZ1.Rapidly changing; unforecasted weather conditions were the cause of the turbulence and more pilot reports would have helped as we were not given any prior notification for anything greater than standard turbulence associated with the weather.


Second narrative: We deviated from our assigned altitude clearance by approximately 400 ft. as the airplane was uncontrollable but corrected as soon as we were able. We were encountering unforecasted and unwarned severe turbulence at the time of the event. We tried to climb but were being pushed down at approximately 2;000 fpm until we could counter the forces. We were vectored in too close to approaching thunderstorms by ATC in a corridor that should have already been cut off to traffic. We were not in precipitation but were within 5 miles of heavy to extreme moving toward the airport and were being cut in close by ATC to try and attempt an approach. We could also have called off the descent had we heard about previous reports but heard nothing until ATC relayed all traffic beginning to go around at ZZZ for wind shear.


Synopsis: EMB-140 flight crew reported they encountered severe turbulence on approach.
Date: 202109
Local time of day: 1801-2400
Weather elements / visibility: Rain; Thunderstorm
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Ramp
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During taxi in we entered the ramp from the south north bound for gate XX. While abeam XX1 the Captain had spotted our gate and I was looking out the right side clearing out wing tip. I looked over to the Captain's side and saw headlights going under our airplane from the left side. I immediately tip the Captain 'Stop; Stop; Stop!'He slammed on the brakes and we stopped the airplane. The truck off our left continued and almost ran into the left side of our nose wheel. I personally believe the driver was on his phone or was distracted and almost collided with us.I immediately reported this truck to ramp control. The truck reversed and drove away under the terminal the opposite direction he was traveling (in an attempt to hide).I checked with the FAs that all were sitting down and that everyone was okay. No damage to the aircraft resulted nor any passenger or crew member was injured.




Synopsis: B737 First Officer reported a ground conflict with a ground vehicle who did not yield to taxing aircraft. Captain slammed on the brakes to avoid a collision.
Date: 201807
Local time of day: 1801-2400
Location: PHX.Airport, 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: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZAB
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While being routed in sequence for the EAGUL6 arrival into PHX our aircraft was experiencing severe wake turbulence with banks between 30 and 45 degrees. After two occurrences; we requested ATC for an offset to avoid the wake of the leading aircraft. ATC instructed us to offset to the north and continue the arrival. The Captain and I verified the instruction to offset to the north and continue the arrival. As pilot flying; I put the autopilot in heading mode and set the heading 15 degrees to the right while the Captain programmed the FMS for the north offset by 5 miles. We verified the programming with each other and I placed the autopilot in NAV mode to resume the arrival. Two or three minutes later; ATC said that he instructed us to offset by only one mile and gave us a new clearance to join the BRUSR1 arrival. The Captain and I reviewed the sequence of events; and neither of us recalled hearing or reading back the instructions to include an offset of one mile. No other issues arose and ATC gave no other feedback regarding the instructions or our actions.In hindsight; we may have verified the instructions given to us by ATC although we were unaware of the possible error in the delivery or read back of the instructions.




Synopsis: CRJ-900 First Officer reported a track deviation occurred following a wake turbulence encounter approaching PHX.
Date: 201406
Location: ZZZ.ARTCC, US
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
ATC / advisory: Center ZZZ
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While enroute; I was on the sun side of aircraft. My iPad displayed a thermometer with message temperature too high and ceased operation. iPad was in sun on window mounted holder sun side of aircraft for multiple hours. Electronic devices fail and this has been proven again. Removal of flight kits with paper charts and manuals is setting the stage for a major safety issue. We should not be relying on iPads for this information.




Synopsis: B767 Captain experiences an iPad automatic shutdown due to high temperature after sitting in the sun for several hours.