elihoole/asrs-aviation-reports huggingface dataset:
Date: 201207
Local time of day: 0601-1200
Location: SXC.VORTAC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Airspace Violation 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 Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Procedure; Chart Or Publication; Aircraft
Primary problem: Aircraft

Narrative: Flight from SAN; cleared via PEBLE Three Departure; SXC; C1177. The climb out was normal. Autopilot ON and aircraft in NAV and proceeded on course to SXC from PEBLE. We passed SXC and noticed that the FMS made it a 'FLY BY WAYPOINT' because of the large turn it had to make to continue on C1177. This is a normal function of the Airbus FMS. We were about FL250 or higher and at normal climb speed of about 310 KIAS. ATC calls and tells us that we had flown into the warning area W-291 by about 2 or so miles. He also said that he has noticed this happening with Airbus type aircraft. We responded that the FMS does this 'FLY BY WAYPOINT' and that we have no idea that it is encroaching into the warning area. I relayed to him that I would let the company know about this problem and that we should make it an 'OVERFLY WAYPOINT'. He said he would follow up and let our company know about the problem. Why this event occurred in my opinion is that the FMS tries to make a smooth turn in transition to course changes. This probably is the way that the FMS is programmed from Airbus and Honeywell. We need to make a change to either the FMS or make SXC an 'OVERFLY WAYPOINT'. Maybe the chart maker should be notified also.




Synopsis: A330 Captain; departing on the PEBLE3 from SAN; is informed that the large radius turn initiated approaching SXC to intercept C1177 outbound has resulted in an incursion into W-291.
Date: 201906
Local time of day: 0601-1200
Location: DAL.Airport, TX
Flight conditions: IMC
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach; Landing
Airspace: Class B DAL
ATC / advisory: TRACON D10
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying to Dallas Love Field (DAL) under an IFR flight plan. While approaching DAL; I was following vectors from the regional ATC for runway 31R at DAL. I was instructed to maintain 4;000 feet and intercept the localizer for Runway 31R. Upon intercepting the localizer (while in clouds) my plane; via the autopilot; began to descend along the glide slope. The controller then gave instructions for me to turn right. After following additional vectors; I again intercepted the localizer for 31R. The ATC or tower person asked me to call a phone number upon landing. I then landed without incident and called the number. The person I talked with reported that another plane; which I could not see because of clouds; was under and close to my plane on the first approach. It would have been helpful if the Controller pointed out the traffic. It is also common to follow the glide slope upon intercepting the localizer as my autopilot in programmed to do. Specific instructions not to descend would also be helpful.




Synopsis: GA pilot reported inadvertently starting descent on localizer without clearance resulting in an air conflict.
Date: 201605
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Human-Machine Interface; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Initially noticed an EICAS ATC alert. Also heard another aircraft say they lost their GPS reception. 5 minutes later we lost both GPS signals. We followed the QRH procedure. On step 2 of that procedure it says to use radio (DME) updates 'if allowed'. Neither the QRH; nor the FOM; nor any other publication available to the crew tells us whether we are 'allowed' to select and use radio updates. Since the inertial platform was drifting off course rapidly; we selected radio updates and our navigation accuracy returned to normal. We did not get the right GPS back online until east of STL; and we didn't get the left GPS signal back until east of CLE. The crew needs more QRH information regarding this procedure.




Synopsis: Air carrier Captain reported losing both GPS signals; which he attributed to military activity in the area. He successfully switched to an alternative means of navigation until the GPS signal was restored.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On the ground in ZZZ during the quick turn my forward Flight Attendant reported that at altitude the wearing [of] the mask makes her feel terrible. I asked her to describe her symptoms and she described some symptoms similar to hypoxia (dizziness; nausea; headache; etc.). When she does not wear the mask she is fine. I have also heard anecdotally similar complaints from passengers and other FAs in the recent past. While I realize that there is a lot of controversy over wearing the mask I am not sure that we should be ignoring the studies that have shown drops in spO2 (blood oxygen saturation) from prolonged mask wearing (assuming these studies were performed close to sea level). The big concern is that our cabins are at 7-8;000 PA and we are asking our FA's to perform the duties of a required flight deck crew member while impaired by hypoxia. In my opinion they would not be fit for duty in this state. We also should be very concerned about the fact that some of these FA's could have either diagnosed or undiagnosed health conditions like asthma that could create a perfect storm of health issues causing an inflight medical emergency. So we have a perfect storm of restricted breathing; high cabin altitudes and possible underlying health conditions that may cause problems for them.Suggestion: Allow FAs to be able to remove the face mask during flight operations. Better yet remove the policy altogether.




Synopsis: Air carrier Captain reported being advised by a Flight Attendant that while wearing the COVID-19 type mask Flight Attendant felt hypoxia like symptoms.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operating under: Part 91
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Once we landed and tried to slow down on the runway; we noticed the brakes were not working properly. The left brake did not work at all and the right was intermittent. We were able to come to a stop on the runway; but exiting the runway proved difficult. ATC had to have several planes go around as we figured out how to get off the runway. I was able to eventually exit the runway and called up our maintenance to come tow us.




Synopsis: PA44 pilot reported brake failure after landing.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff; we received an alert for low pressure in the left hydraulic system; HYD PR L. A review of the system schematic indicated a complete loss of hydraulic fluid in that system. We delegated responsibilities and pulled up the corresponding applicable checklist. ATC was notified as the problem warranted a return to [departure airport]. The checklist was completed and we were instructed by ATC to hold at [an] intersection. Dispatch and [Maintenance] were notified and agreed with our return decision as this was an ETOPS flight over extensive open ocean. We declared the need to dump fuel to ATC and requested a proper place to do so. We were cleared by ATC to dump fuel at 10;000 feet. We informed the flight attendants during the entire process. The passengers were kept informed as well. The diversion guide was followed and we dumped fuel so as to land below maximum landing weight. We evaluated landing performance data relative to our hydraulic problem and determined we were safe to land based on performance criteria and factors of the degraded condition. We also consulted Dispatch and obtained landing data from them. We completed all applicable checklists and landed uneventfully and returned to the gate.




Synopsis: B777 First Officer reported returning to departure airport following the loss of pressure and fluid in the left hydraulic system.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class C ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: We were boarding our flight; already delayed because the inbound flight was late arriving. I was tracking our boarding progress. I saw 2 non revs waiting for seats and I sent a message to the gate agent to see if the airline non rev was going to get XX [seat]. The gate agent said that it was blocked 'but it was up to the  flight attendants.' I apologized for not knowing that it was blocked; but that it was ok with us. Then the other non rev boarded the plane. Her seat assignment was the aft flight attendant jump seat. I questioned her and she said that she was an airline flight attendant. I told her that we have had the aft FA jumpseat blocked for pandemic purposes and it's only for our airline employees and the FAA.There was a Ground Agent that was listening to our conversation and he used his radio to contact the boarding agent. She responded with 'The Captain said she could sit in the forward jump (flight deck).'I was pretty concerned that a flight attendant from another airline was given authorization by the boarding agent to sit in the flight deck. I questioned the Captain about this apparent new procedure and he said; 'NO'!After we; the flight crew; denied allowing the other airline flight attendant to sit in the flight deck; the gate agent then denied the first non rev to sit in XX.The boarding agent authorized and attempted to put a non-authorized person in the flight deck.




Synopsis: Flight Attendant reported issues relating to non-revs and where to seat them.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon takeoff the Pilot told the Tower that we would fly westbound off Runway XXL. Shortly after liftoff and climbing out; the pilot; without saying anything to me; turned the airplane to a northwest heading.  An inbound airplane in close proximity passed below us going the opposite direction. We saw it but at the same time it startled the Tower Controller who showed it as a conflict on his radar in the Tower.  He was disturbed at the fact that we turned to the northwest instead of heading west as he had expected.




Synopsis: BE-33 Flight Instructor reported the trainee turned to a heading that was different from what they had communicated to the Tower Controller and caused an NMAC.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Haze / Smoke; 4
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
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 Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: I flew most of the flight VFR at 11;500 FT; OAT gauge indicated 46 F. Later in the flight I needed to air file and received an IFR clearance due to low ceilings at destination. While descending into very hot and humid conditions; I was instructed to descend from 6;000 MSL to 5;000 MSL. Passing approximately 5;200 MSL I noticed a considerable loss in engine power. I also noticed the #2 EGT had gone to zero on GEM 602 engine monitor. Other EGT's were lower than normal but still indicated something on the engine monitor. [I] could not maintain the assigned 5;000 FT without a significant reduction in airspeed. I attempted to apply carb heat but this seemed to reduce engine RPM even further. I also increase the mixture to a more rich setting but this also reduced engine RPM. Found best power with carb heat off and a very lean mixture. I then notified Approach that I could not maintain altitude and needed to proceed direct to destination. Further noticed that I was passing over an en route airport and advised Approach that I would like to land there. Approach cleared me to proceed as requested and advised me of the runway direction; length and width. I asked if I should switch to the airport's UNICOM frequency or stay with them; they advised that they showed no traffic in the area and to stay with them; and to radio them when safely on the ground. I set up for an engine out approach; but the engine continued to give partial power throughout the landing. I landed and taxied to parking without incident. While parked I preformed a mag check and adjusted the throttle and mixture to restore full static power. After adjusting these controls a few minutes I managed to restore full static engine power. I suspect the root problem was carb icing which melted out within a few minutes of landing. Further suspect the carb heat might have eventually melted the ice while in the air; had I given it more time. I called Approach from the FBO.




Synopsis: Long EZ pilot experiences loss of engine power during descent in humid conditions. Carb heat does not solve the problem and the reporter elects to divert to a suitable airport. The engine continues to run and full power is restored once on the ground. Carb ice is strongly suspected.
Date: 201701
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: Mixed
Weather elements / visibility: Rain; 3
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SFO
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: At the end of a long day which included a fuel stop; late hotel pickup; and weather; we landed on 19L in SFO and were cleared to hold short of 19R. We acknowledged the clearance. As we taxied off 19L my iPad shut down on its own as it had done the last 2 days. As I reached over to restart it; I noticed I lost location SA and our nose taxied onto 19R. Just then the FO said 'Wait. Where are we?' and he told the tower that we had started taxiing onto Runway 19R. The tower said 'Yes; continue crossing 19R and contact ground.' The rest of the taxi was uneventful.


Second narrative: This was originally supposed to be a nonstop flight to SFO; but due to severe weather in SFO and fuel requirements we had to stop for fuel. The day was further delayed at the fuel stop with a SFO flow control program. Upon arrival into SFO the weather was moderate rain; 3 - 4 nm visibility; and winds gusting over 40 knots. We landed on 19L and tower instructed us to make any right turn and hold short of 19R. We turned right on taxiway G and somehow neither of us saw the hold short line for 19R. Both of us realized the mistake at the same time; but at that point the nose was slightly in runway 19R. It was difficult to see ground markings with the wet surface; dark conditions; and weather. I immediately advised tower of our mistake and they told us to continue across 19R and contact ground. We taxied to the gate without further issue.


Synopsis: B737 flight crew reported landing on Runway 19L in SFO and accidently crossing the hold lines to 19R when the pilot flying became distracted.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Due to aircraft vent avionics system fault (lack of pressurization); we returned to ZZZ resulting in an overweight landing. Always have the return or plan of action in the secondary flight plan; it really benefited us to be ready tonight.




Synopsis: Air carrier crew reported a pressurization problem on departure; resulting in a return to the departure airport and an overweight landing.