elihoole/asrs-aviation-reports huggingface dataset:
Date: 201703
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Aircraft: A320
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: An aircraft cleared via an OAPM (Optimization of Airspace and Procedures in the Metroplex) routing aircraft said there was a mismatch between his database and what the chart says. Aircraft has SEAVU.LOVIN.KRAIN. This just populated when he input SEAVU STAR. Chart does not have LOVIN (may be spelled LUVIN). Update charts.




Synopsis: ZLA Center Controller reported an aircraft was cleared via an OAPM STAR; but the aircraft had an extra fix in their database compared to the chart.
Date: 201503
Local time of day: 1801-2400
Location: ZTL.Airport, GA
Flight conditions: Marginal
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E A80
ATC / advisory: TRACON A80
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
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Captain (CA) was pilot flying (PF); First Officer (FO) was pilot monitoring (PM). On the descent into ATL on the WARRR1 arrival. Given HONIE at 14;000 feet; 250 knots. Aircraft was previously assigned 300 knots. Pilot Flying (PF) maintained a 3 degree descent rate until the last 15 miles; then reduced thrust to idle and shallowed out descent rate to slow down. We leveled off at 14;000 feet about 9 miles prior to HONIE and began a speed reduction to 250 knots. At HONIE we encountered wake turbulence. This was apparent as the weather was not providing any turbulence and the aircraft started rocking in a roll motion. First encounter autopilot stayed on with about 10 degrees of bank; lasted 5 seconds. About 15 seconds later; encountered it again; this time 20 degrees of bank to the left. Autopilot disconnected; PF took over controls. PM told ATC we were encountering wake turbulence and requested to reduce speed further. A different controller came on and said he would descend the aircraft causing the wake. There were two controllers working the frequency; it sounded like a new person being trained. The aircraft causing the wake was a 737-700 model aircraft. During the descent and arrival we had a tail wind around 47knots. Distance on the TCAS with the aircraft was 5 miles. The 737 could have been high on the arrival; putting us in the situation where we encountered the wake. Separation looked normal coming on the arrival. The tail wind could have an effect keeping the wake residual last longer. A new controller was working the frequency; this was obviously by his tone and the other controller would come on and issue instructions.




Synopsis: CRJ-200 First Officer reported encountering wake turbulence in trail of a B737-700 on arrival into ATL.
Date: 201403
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Dusk
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: FMS/FMC
Component problem: Design; Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation
Contributing factors: Human Factors; Procedure; Aircraft; Chart Or Publication
Primary problem: Human Factors

Narrative: We were cleared as filed into DEN via the WOLLF transition; CREDE RNAV ARR; CREDE to be crossed at or above FL210. Just before CREDE; we were cleared; 'Direct to CREDE; descend via the RNAV ARR.' We were already direct to CREDE; so we loaded the new arrival in the box and cleared the discontinuities. Here's the rub: on the TELLR STAR CREDE has a restriction of FL190A; not FL210A. However; when you join the new arrival to the route the old crossing restriction stayed active. We caught it during the crew briefing; but this could really screw you if you end up high on the path.  This is a gotcha that not many are aware of and DEN is notorious for doing this. Either educate the pilots; fix this in the FMC programming; or get DEN to quit constantly changing things in the middle of a descent.




Synopsis: A B-737NG flight crew was surprised to note that--when ATC switched their arrival to DEN from the CREDE RNAV ARR to the TELLR RNAV ARR just prior to waypoint CREDE (which is a fix on both arrivals)--that; after reprogramming their route and closing route discontinuities; the CREDE crossing restriction from the CREDE STAR; FL210A; had remained 'active' instead of changing to the TELLR STAR restriction of at or above FL190.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Snow
Light: Daylight
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Weather / Turbulence; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Landing
Result: Air Traffic Control Issued Advisory / Alert; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Runway at departure airport had slush on it. After departing and climbing into cold weather the brakes froze. Upon touchdown at the destination all four main tires blew out. We notified ATC and they closed the runway.




Synopsis: An Air Taxi pilot reported their brakes froze causing all four main tires to blow out during landing.
Date: 201205
Local time of day: 0001-0600
Location: ORD.Airport, IL
Aircraft: EMB ERJ 140 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown; Confusion; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control; Person Flight Crew
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [We had an] ATC loss of separation during approach to 4R ORD. [We were] instructed by ATC to discontinue the approach and fly heading 250. Instructions [were] given by male voice; not original female voice of Approach Controller. Crew asked for clarification on direction of turn twice and received no response. Initiated a right turn to heading published on 4R approach chart. [We were] questioned by ATC male voice as to current heading and direction of turn. Told by ATC male voice that the turn was to be to the left and to fly new heading of 180. [We were] then instructed by ATC female voice to fly 250 heading. ATC male voice then questioned new heading and crew responded 250. Confusion arose from two different ATC controllers issuing different instructions and ATC failure to respond to crew queries in a timely manner. [We were] vectored back for another approach/landing 4R.


Second narrative: [Narative #2 contained no additional information


Synopsis: An Air Carrier on approach to ORD Runway 4R was issued a go around after receiving several conflicting headings. The reporter suspects training may have been a factor.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
Aircraft component: Air Conditioning Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure; Troubleshooting
Second reporter function: First Officer; Pilot Not Flying
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; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff the flight deck was filled with smoke. We immediately put our oxygen mask on and stop the climb at 5000 feet. The lead Flight Attendant also reported smoke in the cabin. We decided to return back to the field. We notified ATC of our situation. We ran the ELIMINATION OF ODOR/FUMES IN FLIGHT DECK/CABIN. We landed back in ZZZ once cleared the runway we had the fire department walk around the aircraft. The fire department did not see anything unusual so afterwards we were given gate to taxi to and deplaned. Some passengers need medical assistance due to the heat and the cabin and the smoke.


Second narrative: [Report narrative contained no additional information.]


Synopsis: A320 Flight Crew reported the flight deck and cabin filled with smoke shortly after takeoff causing a return to the departure airport.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Environment - Non Weather Related

Narrative: We got a caution terrain warning between ZZZ and ZZZ1. Briefed the departure and arrival and the speed at which everything happens. I the Captain was the flying pilot and had changes all the speeds to 210kts so we had plenty of time and were ahead of the jet. Top of climb and top of descent were on top of each other and I didn't get the field elevation set quick enough after getting the checklist completed. Selected V/S (Vertical Speed) to get back in path and I guess my attention went toward the box. I don't think I was totally heads down because the weather was hard VFR; so I am thinking I was more outside visually and not monitoring the automation as much as I should have because after the caution terrain I looked at the speed and we were 270+ and in a pretty aggressive descent. I believe the closure rate to terrain is what gave us the warning. I turned off the autopilot; had my First Officer set the next step down alt and hand flew the approach visually. If we were IFR it would have been a missed approach. I believe I might have got a bit complacent because of the great weather. Do not get complacent when weather is beautiful; there are still a lot of moving parts.




Synopsis: Pilot reported a terrain warning occurred during descent and stated complacency could have contributed to the event.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had just checked the total Fuel on Board (FOB) and the landing FOB and all indications were normal. Minutes later; during the descent into destination airport; the master caution illuminated; Fuel Imbalance; low fuel and 1;200 LBS indicating in the left main tank with 4;300 LBS indicating in the right main tank. Thinking fuel leak; we declared an emergency and diverted. Just as we were intercepting the final approach coarse; the left main tank started fluctuating up and down finally settling on 4;300 LBS. It was a fuel indication problem.




Synopsis: B717 Captain reports checking fuel just prior to descent for landing and finding all normal. During descent a fuel imbalance is annunciated with the left tank indicating 3;000 LBS less than the right. Thinking fuel leak an emergency is declared with a diversion to a closer airport. During approach the fuel imbalance disappears and the left tank again indicates the same as the right.
Date: 202010
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: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Gate return.  Pushed off the gate; started the engines when we got a call from the back that we needed to return to the gate because of an irate passenger.  As we were coordinating the gate return received a second call that we needed to return.  Shortly after that received a third call that we needed to return and at this point [contacted] Operations.  As we coordinated with Operations; Ramp and Ground for the return Flight Attendant X and the other flight attendants did an amazing job getting the situation under control.  By the time we got back to the gate Flight Attendant X said the situation was under control.  I checked with the flight attendants to make sure they were okay with the situation and they said they were.  Apparently we had 2 passengers sitting next to each other who got into an argument.  When Flight Attendant X went back to see what was happening one of the passengers started verbally abusing her.  She did an amazing job getting them calmed down; but while that was happening another passenger refused to wear his mask; and another Flight Attendant was dealing with that.  I can't say enough about how well Flight Attendant X and the others handled the situation.  In fact; as passengers were deplaning in ZZZ1 I overheard a number of passengers express what a good job they had done.  Many folks seem to have a short fuse; all the ugliness happening around the country; wearing masks...lots of grumpy people confined in a small aluminum tube.




Synopsis: Air carrier pilot reported flight attendants excellently handled a passenger misconduct event during pushback.
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B 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; Workload; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Dispatch
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: On descent we received icing speeds and with strong winds we had a VAP of 163. ATC asked as if we could slow down to 150 kts. which we were not able to do. ATC spaced us too close to a heavy and had to send us around. We were tight on fuel but they vectored us back in so tight that by the time we were cleared we went back through the Final approach course but we got back on final however; ATC sent us around again which had us below our reserve. In the turn automation was behaving incorrectly the Captain (Pilot Flying) disconnected the autopilot. ATC called for 3200 ft. (alt) and a 250 heading. Everything was set up correctly and we were at 3200 ft. and turning to 250. After I announcing to ATC that we had to go to our alternate now and trying to get a hold of our Operations Center and Dispatch to inform them of our intend; ATC called again for 3200 ft. That's when I realized we had descended to 2600 ft. I advised the Captain to climb back up and he corrected. We were heading to ZZZ as our alternate. As we were approaching ZZZZZ intersection which is the on the arrival into ZZZ; we got the word from Dispatch that ZZZ airport couldn't accommodate us with fuel. We had to reprogram the FMS and quickly divert to ZZZ1 instead and landed there safely.It would be great to have an easier way to contact Dispatch rather than texting on the FMS which is time consuming and distracting.Also it would be good to list an alternate airport on our release that if we were to alternate to it; the airport and operation can accommodate us with fuel; [and] water.




Synopsis: EMB-175 First Officer reported a weather diversion that was made more challenging  primarily due to communications issues with Dispatch.
Date: 201201
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Shortly after takeoff; while retracting flaps; we got an amber ECAM alert that indicated the left side slats had not retracted. ECAM action was to recycle flap lever. We leveled at 10;000 FT and slowed to 210-220 KTS then recycled the flap lever several times; but failed to fix the problem. During that time we also tried to contact company on ACARS and the SAT phone; but had no luck. Was later told power was out at operations at that time. After about 10 minutes of trying to troubleshoot on our own with no company communication available; we decided to return to our departure airport for an overweight landing. We did not declare an emergency.




Synopsis: Upon receipt of an ECAM slat message during flap retraction; the flight crew of an A320 attempted to contact their company for assistance; but were unsuccessful. They then returned to their departure airport.
Date: 201812
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance; 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; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On a visual approach to LAX RWY 25L we landed without ATC clearance. On final wind was approximately 060/15kts (landing wind reported within limits); following a heavy B767 we experienced wake turbulence. I eased the aircraft to 1/2 dot high on glide slope while maintaining a stable approach (to avoid any more wake). A few ATC speed adjustments on final; all normal stuff. Landed within the touchdown zone. Very busy ATC frequency; a few speed changes request by ATC; following heavy B767 encountered wake turbulence on final. We do not recall getting a 'hand off' from the Approach Controller to Tower. Or we may have missed the call during our wake turbulence avoidance maneuvering. I was concerned with avoidance of any more wake turbulence and maintaining a stable approach while landing within the touchdown zone; all regular stuff we deal with. We were stable and within limits; all good. Except communications with Tower. Hand off from busy Approach Controller; or a missed acknowledgment from us...maybe another call from Approach Controller.




Synopsis: A321 Captain reported landing without clearance at following a wake turbulence encounter distraction at LAX.