elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 1201-1800
Location: N90.TRACON, NY
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B JFK; Class E ZNY
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Human Factors

Narrative: This is minor but did not seem right. We were being vectored to an ILS [Runway] 22L at JFK. Over Farmingdale (FRG) at 4;000 feet; we were cleared to descend to 3;000 feet. The Class B floor here is 4;000 feet. I have flown this pattern countless times. Normally we are kept in the Class B airspace. I said to the First Officer we need to slow to 200 kts. As I am trying to get a word in on the frequency to tell the Controller we were slowing he called us and assigned us 200 kts. I suspect this was to comply with the speed limit. So; yes; for a moment we were in excess of 200 knots below the Class B floor. What bothers me here is why were we assigned an altitude below the Class B when it was not really necessary. If a Controller takes you out of the Class B shouldn't you be advised? The frequency was too busy to ask questions.Not sure. Ask New York TRACON. Next time I'll ask to remain in the Class B.




Synopsis: B757-200 pilot reported being vectored out of and under Class Bravo airspace; causing a possible violation of the 200 knot speed limit.
Date: 201505
Local time of day: 1201-1800
Location: PCT.TRACON, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: SVFR
Mission: Tactical
Flight phase: Initial Approach; Cruise
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Second aircraft: Medium Large Transport
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Bird / Animal; 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
Primary problem: Environment - Non Weather Related

Narrative: Leading a 4-ship [formation flight] through the Washington; DC SFRA. Between wake turbulence and concern for birds the flight's altitude dropped below that prescribed in the briefing. Speed issues also were challenging due to the vectoring and instructions from Potomac TRACON. These type of aircraft; [are] a sleek and slick platform that does not have speed brakes. Further; rapid and random power changes are not recommended for engine safety and to maintain the integrity of the formation. Power reductions need to be done gradually for engine care and operation and they need to be done even more carefully when managing a formation flight where three other aircraft are all reading off of the lead airplane.  In short; consideration of the safety of the formation priority number one; making rapid changes would have been difficult and unsafe. The spacing and recommended speed changes made by TRACON required our 4-ship [formation] to encounter wake turbulence behind [other aircraft] prior to our entering of the airspace.  The altitude factors were not only wake-turbulence; specifically hawks and other bird life operating at and above the briefing altitude and the lead pilot made a command decision to be at the safe or lower than briefed altitude. Our 4-ship encountered numerous potential bird strikes at the briefing altitude on the inbound portion of the flight.  Safe operation of the flight required the lead pilot to descend below briefed minimum to avoid wake turbulence and wildlife. The problem was further enhanced by known photo ship aircraft; creating additional safety concerns in keeping with safe distance. Judgment was used in keeping ample speed and safe altitude to maintain flight path. At no time was the flight path deviated; but altitude and speed were used to maintain safe flight operations; formation integrity and safe flight.




Synopsis: Lead pilot of a warbird formation flight in Washington DC reported he deviated from assigned altitude because of concerns for wake turbulence and bird encounters.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Clearance; Flight Crew FLC complied w / Automation / Advisory

Narrative: Received a climb RA while flying the [Runway] XXL RNAV X. We climbed at 1500-2000 FPM; a small civilian aircraft flew under our aircraft and missed us by 400 feet. We heard approach control give traffic advisory to the other aircraft for a '737'. We received no traffic advisories. I consider this event a near miss.No traffic advisories received from approach or vectoring to either aircraft to avoid the conflict.The Approach Controller needs to do their job. Not vector another aircraft into our aircraft. The pilot of the other aircraft should not take climbing vectors into a 737. (Day VFR Weather; 10 miles plus visibility)


Second narrative: Cleared RNAV (RNP) X [Runway] XXL at ZZZ and subsequently received a TCAS RA approaching ZZZZZ. A light civil aircraft called us in sight and approach told them to maintain visual separation. Light civil aircraft was being vectored by approach control when RA commanded a climb to which the Captain (Pilot Flying) executed. We never saw the aircraft but the TCAS display showed them 400 feet below us. When resolved we were cleared a visual approach and landing without further incident.


Synopsis: B737-800 flight crew reported an uneventful landing after an NMAC event requiring evasive maneuver during approach. No traffic information provided to flight crew.
Date: 201808
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Drinkable/Waste Water Syst
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 Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
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: On takeoff aft flight attendants reported effluent coming from one of lavatories into galley. Lavatories all failed [and] toilets would not flush for 8 hour flight. Due to health/hazard factor with effluent in aft galley and fumes/vapors decided to perform overweight landing. Performed uneventful landing. Maintenance needs to clean probes for waste tanks of lavatories so this does not cause false indicators that effluent tanks are full. We confirmed they were dumped before departing.




Synopsis: A330 Captain reported returning to departure airport after a Flight Attendant reported effluent was leaking from the lavatory into the galley area.
Date: 202010
Location: ZZZ.Tower, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On short final into ZZZ Runway XXL; we received a GPWS 'Too Low Terrain' warning. We were on glideslope and on PAPI (VMC conditions). We executed a go-around and as we leveled off we received several error messages in the scratch pad [including] 'GPS L incorrect' and a 'Runway/Approach CRS ERROR'. The Captain was flying and could not get NAV data to display on his PFD (Primary Flight Display). He also was unable to tune the ILS frequency for the subsequent approach. We consulted the checklist; then transferred the controls to the First Officer whose displays and NAV data appeared to be reading correctly and hand flew an approach in VFR conditions to a landing without incident. There was a lot of confusion with multiple errors occurring in the cockpit. The GPWS that sounded while we were on the glideslope during short final seemed to be erroneous; but then again with all the errors with the NAV data on the Pilot Flying side; maybe his glideslope was incorrect. In the end; going around and troubleshooting put time on our side and allowed us to determine the best course of action.




Synopsis: A B737 pilot reported several erroneous warnings and display errors on the Captain's side; who was Pilot Flying; during short final. A successful go-around and landing was performed by the First Officer.
Date: 201910
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Co-worker and I that were working in economy were doing our final walk-through before taking our jumpseats. She discovered that neither door 2L or 2R were armed. I confronted the Flight Attendant responsible; but was met with 'whatever attitude.' I asked her what the purpose of the all call was if she didn't even look at her doors then.Also a 2nd item: No-one was present at door for boarding till I noticed from the back and called to purser to inform her she was supposed to be greeting.




Synopsis: Flight Attendant reported discovering that a fellow Flight Attendant did not perform the required door arming safety duties.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While in cruise; received several messages from ATC that we were slightly off course.  It appeared our FMS and GPS were not giving correct position information; despite following the procedure in the FOIB regarding the ADSB out of service.  We eventually had to request radar vectors until we could confirm green needle backup and continue our course via green needles.  Flight continued with no further problems. Discussed the issue with maintenance and they said to write up the FMS and GPS. FMS and GPS not giving correct location data to pilots. Request vectors earlier before problem continues to get worse.

Callback: Reporter offered no new information.



Synopsis: CRJ-200 First Officer reported navigation problems associated FMS and GPS related issues.
Date: 201506
Local time of day: 1201-1800
Location: LAF.Airport, IN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
ATC / advisory: Tower LAF
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cleared to land RWY 28 and exit via [Taxiway] B but the pilot incorrectly recognized the intersecting runway as [Taxiway] B and exited there.




Synopsis: Cessna 152 student pilot reports being instructed by the Tower to exit on Taxiway B after landing; but mistakes the intersecting runway for Taxiway B.
Date: 201406
Local time of day: 0001-0600
Location: SJC.Airport, CA
Aircraft: Light Transport; High Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C SJC
ATC / advisory: Tower SJC
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Distraction; Physiological - Other
Anomaly: No Specific Anomaly Occurred All Types

Narrative: On approach to Runway 30L in SJC we were distracted by a flashing light in the distance past the end of the runway. As we got closer we realized that it was a huge display board on a new stadium northwest of the airport. It was only displaying solid colors like RED; BLUE; etc. It was almost impossible to ignore. I found myself looking away; but when it changed color or intensity; I would look back at it. Our approach was in daylight. I can't imagine what it would be like at night or once this display starts a more dynamic display. This was not well thought out; and is a huge safety problem. There is no way to ignore the display in VMC conditions. It could result in loss of separation with traffic to follow; or perhaps missing a runway assignment. The only way I could see this being allowed is to completely block the display from being seen from the southeast or facing it the other direction. However; if it is facing the northwest it will be an even bigger problem when traffic flow is from that direction. This display is in the same category as a laser event as far as distractions are concerned.




Synopsis: A passenger turboprop pilot expressed concern about the distraction and effects on flight crew vision caused by the bright lights emanating from the huge lighted scoreboard at the soon to be opened major league football stadium just three miles from the far end of runways 30. The reporter likens the displays to laser events.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was working position B on Aircraft X. I was very well rested and it was day 4 of a 4 day trip. Everything seemed very normal until after takeoff. As we ascended the C and I both begun to feel nauseous and dizzy. At first we didn't mention it to each other but as the flight progressed we both continued to feel dizzy and off balance. As the flight went on I continued to feel almost disoriented and a bit cloudy. We let the pilots know how we were feeling and they had paramedics meet us upon arrival in ZZZ. I will say I felt better once we were on land (less dizzy) but continued to feel cloudy minded and had a noticeable tremor. Our O2 levels and vitals seemed okay so they gave us the choice to be pulled from the flight. However it was day 4 and we both felt like we could make it back to ZZZ1 to finish. The leg back to ZZZ2 did not seem as noticeable but I do think I was still dizzy (almost vertigo like) and foggy minded. As the evening progressed (I commuted home to ZZZ2 on [another carrier] that evening) I had a sore throat and coughed through most of the night. I still have a slight sore throat. I never smelled anything; which is something we thought was strange but I definitely have never experienced those feelings in my year and a half of flying. I am currently already on another 3 day and I definitely think I'm still exhausted from the experience but I do feel better.




Synopsis: A319 Flight Attendant reported she and another Flight Attendant experienced dizzy and off balance feeling that lasted for the remainder of the day. Evaluated on landing by paramedics.
Date: 201503
Local time of day: 1201-1800
Location: MTJ.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: CTAF MTJ
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew; Person Other Person
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: We left the gate at MTJ and moments later; we announced our intentions on UNICOM frequency 122.8 to cross runway 13/31 at taxiway D on our way to runway 17 via A. Both pilots noted that the airplane was 'clear left and clear right'. Approximately halfway across the runway; an unknown voice on the UNICOM frequency said: 'Air Carrier X be advised that someone is [in] the pattern not talking to anyone on this frequency'. Approximately 1 second later we heard a broken transmission stating '31' and noticed a single engine Cessna had begun its takeoff roll towards us on runway 31. The moment I noticed the aircraft on the runway; I applied power to clear the runway as fast as possible. Once clear; the first voice on the UNICOM; advised the other aircraft that no one could hear his radio calls; and if that pilot could hear this transmission; please key the mike twice. The pilot of the other aircraft keyed the mike twice. From my position on taxiway D prior to entering runway 31/13; I could not see that any aircraft was on runway 31. Additionally; once I noticed the aircraft on its takeoff run; I noticed that the pilot did not have any takeoff; or recognition lights illuminated. We continued our taxi via taxiway A to runway 17; and the flight departed without further incident. Montrose airport should be a controlled field considering its size; and number of daily commercial departures and GA traffic. In addition; all pilots must maintain a high level of alertness when operating in an uncontrolled environment.




Synopsis: A Regional Jet Captain crossing Runway 13/31 at MTJ experiences a conflict with a Cessna departing Runway 31. CTAF procedures were in effect but the Cessna pilot had an extremely weak radio. The Captain believes that MTJ is far too busy to be an uncontrolled airport.
Date: 202201
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Airspace Structure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Departing from DIA we lost Left GPS taxiing out.  On climb out we lost both GPS and had transponder failure.  Alerted ATC and they knew about it; said everyone was having the same issue and it would go away 30 miles east of Denver.  We eventually got both GPS back and transponder fail went away 60nm east if Denver climbing through FL260.   Worked fine rest of the flight. Heard numerous aircraft having the same issue near Denver.  Alerted Dispatch via ACARS that it might be a 5G interference issue but they said 5G wasn't activated in DEN yet; so I have no idea what's causing the issues there then but it's widespread and hitting all the aircraft.




Synopsis: Air carrier Captain reported departing DEN the loss of GPS and transponder.