elihoole/asrs-aviation-reports huggingface dataset:
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Troubleshooting; Workload; Distraction; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were assigned the ILS XXR with the circle to XY. Tower instructed us to start the circle at the marker. We configured for a flaps 40 landing with auto brakes 3. At the marker; I turned southeast to approximate the track of the ZZZ Visual XY; which was briefed on the descent and was selected in the Control Display Panel. At approximately 620 ft. MSL; the Tower issued a low altitude alert. I did not have the PAPI in sight because we were heading south; and the vertical guidance was inaccurate since we were not on the lateral course. I immediately climbed approximately 100 ft.; and we then reestablished a proper descent. The landing was normal. The aircraft did not give any altitude warnings. I am a new [make/model] Captain. I just completed my 100 hours. The First Officer is on high minimums.




Synopsis: Air carrier Captain reported ATC issued a low altitude alert warning while the Captain was executing an ILS circle-to-land approach.
Date: 201403
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Elevator Trim System
Component problem: Failed
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout; the right seat pilot flying (PF) experienced difficulty trimming nose down while hand flying the aircraft.  We were cleared to FL210.  The PF is new to this model aircraft and thought he was doing something wrong when the trim would not initially move. He commented once the forces continued to increase so we leveled off at FL210 and proceeded to run checklists for the situation we encountered.  We referenced and completed the Electric Trim Inoperative Checklist as well as the Jammed Elevator Trim Checklist.  During our return to the field I spoke to the passengers and then declared an emergency to have equipment standing by. We assessed the control forces required at altitude and decided to configure early and higher than normal SOP to adjust for any issues we may encounter while configuring.  Once slowed and configured the control forces became more manageable. After landing and on the taxi in; I tried the trim again manually and it was still frozen in its current position.  During flight we were able to move the trim slightly rearward but never forward past the initial frozen point when assessing the situation. This has been an ongoing issue with this model aircraft.


Second narrative: During the climbout; after the flaps were selected up and I started to accelerate towards a normal climb speed of 250 knots; the electric elevator trim stopped would not allow me to trim the nose down. We tried the other electric elevator trim and the manual trim wheel; all would not trim nose down. We proceeded to level off at 21;000 FT; ran appropriate checklists; declared an emergency and returned to the departure airport for a visual approach and landing. The excessive back force on the yoke was neutralized as we configured for landing and the speed decreased. An uneventful emergency landing was successfully completed. ATC and airport crash/fire/rescue personnel were all extremely helpful during this event.


Synopsis: CE560 flight crew detects jammed elevator trim during climbout. After checklist procedures are unsuccessful an emergency is declared and the flight returns to the departure airport. The Captain states that 'This has been an ongoing issue with this model aircraft'.
Date: 202003
Local time of day: 0601-1200
Aircraft: No Aircraft
Reporter qualification: Other unknown
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Company Policy

Narrative: I'd like clarification and to highlight potential violation of FOM XX.X.X Unacceptable passengers. It's seems without doing any type of screening of passengers prior to boarding we are certainly transporting passengers who are positive for the Coronavirus. Our manual states that we will not transport passengers who have a contagious disease. Our continued operation without a procedure to screen potentially positive passengers seems to disregard our own policy.




Synopsis: Pilot reported concerns with carrying passengers who were COVID-19 positive.
Date: 201703
Local time of day: 0001-0600
Location: ZSPD.Airport, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZSPD
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We took off on RNWY 16R out of ZSPD. Our clearance was to fly the LAM 21X SID out to LAMEN. I'm not sure why; but when we took off the SID wasn't in the FMC so our first point was LAMEN and the flight director (with LNAV selected and engaged) was commanding a direct turn to LAMEN; so at about 400 feet the Pilot Flying (PF) started turning direct to LAMEN which was about a 90 degree turn to the left. As we were passing about a 130 heading; I and the PF; realized at about the same time that this wasn't correct. I stated to stop the turn and the Pilot Not Flying (PNF) quickly told ATC that we were having a navigation problem. ATC then issued us a 120 degree heading which we held for several minutes. During this time the PNF put in the SID and then informed ATC that we had no more navigation difficulties. ATC then cleared us direct to a point further down the SID and we departed normally.It was by far the quickest departure that I've had out of PVG. It was a very short taxi from [the] gate to RNWY 16R and I believe only 1 plane was in front of us as we taxied out. When taxiing out we received an 'insufficient fuel' EICAS because the winds hadn't been entered in during the preflight. During taxi out the copilot was busy getting that put in and I must admit that put us behind with the checklist. I was listening to the PA; to make sure the flight attendant departure announcements were finished before I made my 'Flight Attendants please be seated for departure' announcement. I then called back to them two times to make sure that they were seated and buckled in before we started our takeoff roll. I have to admit that I missed part of the pre takeoff checklist so I didn't confirm if the FMC was properly set up.




Synopsis: B777 First Officer reported the crew departed ZSPD without the SID entered into the FMC which caused an incorrect turn after takeoff.
Date: 201212
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working an outer feeder sector for [the airport] arrivals; when we began metering to [the airport]. Delays were in excess of six minutes; so I elected to hold aircraft instead of vector them in order to make their meter delays. The Supervisor; at the height of the traffic situation; elected to come to my sector and demand to know why I was holding instead of vectoring for meter delays. I explained to the Supervisor that it was more efficient to meet meter delays of over six minutes by holding than by vectoring aircraft all over the skies. The Supervisor continued to yap in my ear; causing me to lose focus and forget to turn a CRJ back on course in a timely manner. I was a little stunned by the Supervisor's actions in the control room; and phraseology between myself and the aircraft on frequency were not crisp and concise. A few minutes later; the Supervisor made my D-Side relieve me; and proceeded to have a conversation with me at the supervisor desk about my choice of holding aircraft vs. vectoring aircraft to meet meter delays. He blamed me for making the CRJ late. The Supervisor's actions on the control room floor turned a safe and efficient operation into a potentially dangerous situation; not to mention causing a scene in the control room by having all other controllers turn around to see what was going on. A FALCON with voice is available if you would like to view it. Educate management on metering techniques; especially when to hold vs. when to vector for metering delays.




Synopsis: Enroute Controller elected to place aircraft in holding rather than delay vectoring to metering criteria; the reporter receiving criticism from his/her Supervisor for holding aircraft.
Date: 201504
Local time of day: 1801-2400
Location: PHL.Airport, PA
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B PHL
ATC / advisory: TRACON PHL
Second aircraft: Light Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Communication Breakdown; Confusion
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC Overrode Automation; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Weather
Primary problem: Procedure

Narrative: An airplane departed before us and was cleared to fly 210 heading after departure.  We were cleared for takeoff; runway heading.  Passing 1;000 feet Tower turned us to 230 heading and we called Departure.  Departure cleared us to 9;000 feet and in a few minutes turned us to a 210 heading.  He mentioned that when we passed 8;000 we could expect a turn to DITCH.  At some point he turned us to heading 190. I was hand flying and increased rate through 8;000 and Departure said something to the effect that traffic was no factor; cleared to DITCH.  Sometime between 8;000 and 9;000 I engaged autopilot. Approaching 9;000 TCAS called 'traffic' and within a few seconds called 'descend; descend'. I disengaged autopilot; called for Flight directors off and flew to the green Vertical Speed commanded which was about 2;000fpm down; maybe more.  Around 8;400 feet TCAS commanded monitor vertical speed then clear of conflict.  The First Officer looked outside for traffic but due clouds saw nothing.  He reported that on the Navigation Display the traffic was very close; less than .25 miles and showed 100 feet above. We resumed the climb and ATC cleared us to 12;000.I have no idea why this occurred.  The crew; all three of us; felt we flew that we were cleared lateral and vertical path described above.


Second narrative: TCAS gave us descend command of at least 2;000FPM. The RA icon was right on us and read 0 feet. The Captain responded to the alert and when the RA icon passed our nose it was red and read 1. We recovered about 8;400 feet and were given a clearance back to 9;000 and direct Ditch. Continued flight without any more problems.


Synopsis: An air carrier crew departed PHL in IMC and near 9;000 feet followed a TCAS RA generated by a very close airborne conflict with another air carrier aircraft which had departed before them.
Date: 202007
Local time of day: 1201-1800
Location: DAL.Airport, TX
Flight conditions: VMC
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: Tower DAL
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While on visual approach to RWY 13L in DAL spotted a UAV inside Class B airspace off our left wing. We contacted ATC and gave a visual description as well as location of the UAV. Was detected visually from left cockpit. UAV operating near approach path in DAL airspace. Notified ATC facility and gave description and location. As UAV operations become more common it is important to be vigilant of all types of aircraft; even in areas where they should not be.




Synopsis: Small transport Captain reported; while on approach; a UAV operating inside class B airspace.
Date: 201205
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Aircraft: Stratolifter (C-135 / 717)
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: A military tanker was cleared to work the Buckeye MOA from 5;000 FT to FL500; in addition they were cleared to work the Charlie shelf FL190-FL220. I observed the tanker exit the Buckeye MOA at FL250 without clearance; I issued a whiskey alert and advised him that he needed to either return to the MOA or descend to the altitudes of the Charlie shelf. The tanker replied with a roger; after watching the aircraft for a minute and not observing a turn or descent I then asked the tanker his intentions. He informed me he was returning to the MOA and executed a turn to return. He informed me that he thought the Charlie shelf was active to the same altitudes as the MOA. The tanker had been cleared in by the previous controller so I don't know what the clearance was but I was briefed the Charlie was only active FL190-FL220. The Charlie shelf used to be used solely as a refueling shelf by tankers to refuel the fighters in the MOA. After one of our changes to the Letter of Agreement the requirement to refuel was removed; now the military schedules that area in addition to the MOA to get a bigger area to work in. Our routes and procedures are built around the MOA but not around the Charlie shelf; if the military become more active in Buckeye there are no restrictions to them scheduling the Charlie shelf as a MOA extension. I would recommend since the Charlie shelf is not depicted on charts as part of the MOA that it's use be restricted to refueling as was it's original intention; since refueling isn't nearly as common and the tankers always do a great job of staying in the shelf when refueling. Our airspace and procedures were not designed for the military to use the Charlie shelf whenever they want but as a way to accommodate the refueling of the fighters.




Synopsis: ZID Controller described a military airspace 'spill out' event; the reporter noting that current airspace and procedures do not accommodate the military's combined operations in the Buckeye MOA.
Date: 201901
Aircraft: B767-400 and 400 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other All
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: In-flight; Pre-flight
Result: Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When we arrived at the aircraft we noticed a significant amount of what appeared to be the door seal hanging into the aircraft at 4L. We notified the pilots and one of the FOs (First Officers) came to inspect. He said it was already written up and it would be fine. When it came time to arm the doors the FA (Flight Attendant) responsible for this door was unable to arm it. Two other flight attendants attempted to arm the door. They were unsuccessful.One of the pilots was summoned and he was able to forcibly arm the door. He suggested that the door was difficult to arm because it was cold outside. He stated that the seal should not affect the arming of the door. Within a minute or two of taking off I noticed significant popping in my ears. I observed passengers attempting to clear their ears and showing signs of discomfort. Once we were able to get up and proceed to the galley we all began to comment how our ears were feeling. We also noticed that it was extremely cold near the 4L door. We decided to notify the purser and request the pilots be told. I went to the front galley to talk with the purser. She acknowledged that they were also feeling the same thing and she attempted to contact the pilots. Initially they did not respond to her call. When they called her back they stated that they had been busy because we were having pressurization issues and that we had almost diverted to our alternate airport.They said that the situation was under control and they would be manually controlling the pressure for the flight and that we would be flying at a lower altitude. Throughout the flight there were times when we noticed our ears popping and we would confirm with each other that we were feeling the same thing. The area around the 4L door continued to be extremely cold. No one sat in the 4L jump-seats during the flight because of the chilly temperature.During descent there was significant discomfort in my ears and I could see the passengers trying to clear their ears; pulling on their ears; and grimacing. Although we arrived uneventfully it was an uncomfortable flight for everyone and I felt unsafe. I don't know that the pressure problems had anything to do with the door; however it was an odd coincidence. I felt that the attitude toward the problem was cavalier.




Synopsis: B767 Flight Attendant reported problems with a door seal as well as aircraft pressurization issues in flight.
Date: 201604
Local time of day: 0601-1200
Location: PAE.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D PAE
ATC / advisory: Tower PAE
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Approaching PAE from the southeast; about 3 miles out and descending through 2400 MSL; the tower advised me of opposite-direction traffic departing Rwy 16L. He had previously instructed me to enter a left downwind and call mid-field for that runway. Shortly after; the controller instructed me to turn west. I hesitated as this made no sense; and he repeated the instruction. I complied at once. About 10 seconds later I spotted the traffic at my 10 o'clock on a converging course and about 300 feet below me; our courses crossed about 3 seconds later. Happily our altitudes were such that we didn't approach too closely.I think my turning west there was an inappropriate instruction. As I recall from private pilot training; head-on converging aircraft should each turn to its right. I should have been instructed to turn north; and the other aircraft to turn south to maintain separation.




Synopsis: The pilot of a general aviation aircraft reported a near mid-air collision after ATC issued a turn that the pilot felt exasperated an opposite direction traffic condition.