elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Airspace Structure; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: While on the KEPEC3 arrival into LAS we were temporary blinded by bright lights (reflections) from the ground. These reflections; coming from the new solar power station were so bright that any attempt to look outside the plane was met with pain and temporary blindness even when looking back inside. Any attempt to see and avoid was useless and trying to find the airport during this time was painful as well. Exposure lasted about 5 minutes. We notified ATC and were told that they get a lot of complaints about these reflections.

Callback: The reporter stated that he was in the left seat and viewed the mirror reflections for only seconds then was able to get his head sheltered below the glareshield and away from the light. However even after the brief exposure; he had blue dots in his vision for about 5 minutes. The First Officer had no way to avoid the light even while not looking directly at it. The First Officer was literally blind for a greater than five minutes and neither pilot's vision was capable of detecting objects outside of the cockpit for a period of time. When the crew reported the event to ATC; the response was 'Yes; we get lots of complaints.'



Synopsis: A Captain flying the LAS KEPEC3 arrival near the CLARR waypoint reported his vision distortion and First Officer's temporary blindness after encountering the intense sunlight reflection at 13;000 FT.
Date: 201212
Local time of day: 1801-2400
Location: TEB.Airport, NJ
Flight conditions: Marginal
Light: Night
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While departing Runway 24 at TEB caution lights illuminated that caused a distraction whereby the pilot flying deviated from [SID] altitude by about 500 FT or so. Once this was realized; the pilot immediately corrected the deviation and descended back to the appropriate altitude. There was no alarm on behalf of ATC other than a request to 'ident'. The pilot flying conferred with the pilot non-flying on the hazards of distractions; and better CRM will be implemented in the future.




Synopsis: BE40 Captain reports exceeding the SID mandated altitude by 500 FT during a Runway 24 departure from TEB due to a caution light distraction.
Date: 202102
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Other unknown
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Squat Switch
Component problem: Malfunctioning
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Troubleshooting; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on a Part 91 ferry flight. On climb out we noticed the ground idle annunciation light was illuminated which we concluded was not normal as the ground idle is on a squat switch and shouldn't be on in flight. We further discussed other system items which would possibly cause the issue. In addition we noticed that the takeoff V speeds were still showing on the airspeed indicator which should have been cleared out after takeoff. ATC cleared us up to FL390 and we were crossing our first fix. We tried cycling the ground idle switch during this time and were in the mid teens. The ground idle annunciation remained illuminated. Shortly after this the Captain noticed that our cabin was not pressurizing; as the cabin altitude was not increasing nor was the cabin rate increasing. He selected the cabin rate knob to high to try and get the cabin to pressurize. Shortly after; the cabin rate immediately went to approximately 6;000 fpm. He said lets get our oxygen masks on. We put them on and at this time we were at approximately FL220. Suddenly the master warning illuminated along with a cabin decompression annunciation. He disconnected the autopilot and leveled off and said lets advise ATC. I advised ATC and requested a return to our origin. ATC gave us a descent to 10;000 ft. with direct to the airport. Once we accomplished memory items for cabin decompression and emergency descent we ran the emergency checklist and returned with no further issues. I believe we handled the situation appropriately by advising ATC and going to a lower altitude and returning to our origin airport. Once we reached 10;000 ft. the cabin decompression annunciation extinguished and we landed with no further issues.




Synopsis: Cessna V/Ultra Pilots reported a malfunction of the air/ground squat switch and unable to pressurize the aircraft.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Dawn
Aircraft: B737-700
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: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Communication Breakdown; Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Procedure

Narrative: We were making our turn over ZZZ VOR and joining ZZZ1 when Center inquired about our routing to ZZZ6. We informed that we were cleared as filed via CPDLC. What was on our paperwork was ZZZ ZZZ1 ZZZ2 ZZZZZ ZZZ3 ZZZZZ1 ZZZZZ2. He was showing us after ZZZ going to ZZZ5 and the north wind route. He filed us direct ZZZ4 ZZZZZ1 ZZZZZ2. At the gate in ZZZ the route that loaded was the southern route not the north one over ZZZ5; which matched what was on our paperwork Release 2. When we got our CPDLC and it said as filed; we executed and flew. After the conversation with Center we ACARS'd our Dispatcher. who took over from the one who planned our flight. He said that Revision 1 had north route over ZZZ5 and Revision 2 of the Release had the southern route. Not sure where the confusion in routes happened; but we executed and flew what was on the latest revision we had; when we were issued our clearance.




Synopsis: B737-700 First Officer reported discrepancy between CPDLC clearance; and ATC clearance.
Date: 201407
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZKC
ATC / advisory: Center ZKC
Aircraft component: Autoflight System
Component problem: Design; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Human-Machine Interface; Workload
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: [We were cleared via the] RACYR Arrival to IND. During the descent we were given a PBD [a waypoint defined by its bearing and distance from a charted/named waypoint] of '10NM prior to KELLY at 250K and 10;000 feet.' We put that in the box and LNAV'd to that position. That took us off the magenta line of the RACYR Arrival to Kelly Intersection; as RACYR was behind us; and made a new magenta line to the PBD. I took that clearance to mean: '...proceed directly from our present position to the PBD.' As we were proceeding to the PBD; ATC asked us to clarify the clearance we had received; and then notified us to call their Quality Control for a possible track deviation. This could be prevented by ATC just letting us fly the Arrival as published; with a 'via descent'; and making a standard fix of KELLY/-10 at 10;000 feet and 250K; on the published arrival; as it is the standard clearance every flight coming from the west. I took the clearance; when issued; to proceed from our present position to the PBD because we were being positioned for the visual to 5R. I believe ATC issued a clearance to proceed to an issued PBD.ATC has these crossings restrictions made up--but not published on the arrival--and the crews have to get into heavy FMS work in the final stages of letdowns on the arrivals to runways where we are left high and hot; scrambling to get down and slow down.




Synopsis: When cleared to cross a point 10 NM prior to KELLY intersection while inside RACYR on the RACRY STAR to IND the flight crew of a B767 programmed and executed a 'direct to' the PBD fix and apparently created a track deviation as a result per an advisory from ATC. The reporter took umbrage to ATC's common practice of assigning such clearances; which require significant heads down time to program and execute; rather than revising the STAR to include the restriction.
Date: 201502
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: IMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Being vectored for the ILS 19L. Just coming up on BERKS; instructed by Norcal to descend and maintain 2100. Selected 2100 in MCP and; per SOP; altitude was acknowledged by First Officer (FO). I read back altitude clearance to Norcal and we began descent to 2100 feet. Concurrent with this; as we turned onto the localizer; we receive a FUEL L WING TANK LO LVL ECAM. I complete ECAM while FO continues approach. We both acknowledge that 2100 is below the published 2800 for the segment between BERKS and SHAKE and resolve we are clear of terrain and communication from Norcal was clear and unambiguous; as was our readback and that 2100 must be the minimum vectoring altitude for that segment of the approach. Reaching 2100; Norcal asks us to confirm our altitude. I respond '2100'. Norcal says 'cancel approach clearance and climb to 2900'. I acknowledge clearance and we climb to 2900. Norcal then reclears us for the ILS19L shortly prior to SHAKE. Landed uneventfully.


Second narrative: We were being vectored on to ILS 19L from right downwind at 5000 FT. From base we were given a heading to intercept LOC inside BERKS intersection and told to descend to 2100 FT. After reading back the intercept clearance and the clearance to descend to 2100 the LOC was intercepted as we started down. Soon after; we got an ECAM indicating a low fuel level in the left wing tank with the appropriate to-do list. It was determined that the ECAM was simple enough to complete and continue. Upon completion of the procedure and leveling at 2100 FT; ATC asked us to 'say altitude.' We were then instructed to climb to 2800 FT and continue inbound. Clearance for the ILS 19L was received and the rest of the approach and landing was normal.


Synopsis: A320 flight crew reports being cleared by NCT to descend and maintain 2;100 feet approaching BERKS during an ILS 19L at SFO. This is below the approach segment altitude of 2;800 feet but was clear and unambiguous and the readback was not challenged. This altitude is not correct and NCT issues a climb to 2;900 feet.
Date: 201208
Local time of day: 1801-2400
Location: PHL.Airport, PA
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B PHL
ATC / advisory: Tower PHL
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types
Detector: Automation Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working Local East and had a CRJ cleared to land on Runway 26. Right before the aircraft touched down on the runway; the ASDE-X alarm went off and said to 'GO Around Runway 26'. I saw a couple of targets on the taxiways holding short of Runway 26 but I did not see anything on the actual runway. As required; I instructed the CRJ to Go Around and gave him further instructions. I received no response from the aircraft and so I again instructed the aircraft to Go Around 'if able'. This time the aircraft responded and went around. I am not sure why the system alarm on the ASDE-X went off; but it was determined that there was not a vehicle on the runway. It may have been a reflection or a false target response. Either way; the aircraft was literally about to touch down on the runway and was in a critical phase of flight. Sending the aircraft around at this point in time may have been more unsafe then letting him land but as required by the ASDE-X; I have to send aircraft around when the alarm indicates to do so. I would just recommend further investigation on the ASDE-X and false targets. Maybe we can figure out what causes this to happen in order to prevent it from occurring again.




Synopsis: A PHL Controller issued a very late go around in response to an ASDE-X Alarm. The reporter noted the go around may have been unsafe and not needed but mandated by ATC rules.
Date: 201808
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 30
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: We saw a medium sized object perhaps 100-300 feet below us; we were at 4;500 feet MSL too small to be a plane. At first we thought balloons; but that didn't make sense with its track over the ground. It was headed into the wind fairly quickly. My student and I believed it was a drone of some type. There are no current [UAV] NOTAMS in the area we were operating. It was green; black; and silver in color. It had the appearance of a quad copter.




Synopsis: Flight instructor reported sighting a drone while on an instructional flight at 4500 feet.
Date: 201605
Local time of day: 1201-1800
Location: ZOA.ARTCC, CA
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Situational Awareness; Human-Machine Interface; Distraction; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was an eastbound climber into my sector from sector 32. I was distracted working with other issues to the south and Aircraft X checked on most likely level at FL350 with FL370 and a climb arrow in his data block. I obviously didn't hear it. Minutes later I noticed on my scan the aircraft level at FL350 and a limited data block on a northbound aircraft in sector 32's airspace. I quickly surmised that the aircraft was given FL350 and handed off to me shown as climbing to FL370. So I asked Aircraft X his assigned altitude and he said; 'FL350 but we would like FL370;' and I cleared the aircraft up. This issue has been going on for a while so I called sector 32 and asked; 'hey; are you using something like a dwell lock to remind you when an aircraft needs clearance still as Aircraft X was level at 350?' He said; 'sometimes stuff just happens.' I was like (WOW) in my head and had no real response except to say; 'you might file a report on that one.' Of course my emotions ran high inside and very irritated at the response.According to the 7110.65 an aircraft should be handed off and shipped to the altitude it was assigned. Anything else is dangerous because of memory lapse and aircraft leveling in possible confliction with traffic they would normally miss if given the correct altitude. Area North needs to have a briefing for all controls to return to the basics. If this is happening this often with me; then I am sure with others it is occurring and they are not reporting it.




Synopsis: ZOA Controller reported seeing a confusing data block. Controller checked with pilot and then called transferring Controller to verify what had been done. Reporter then discussed the actions with the transferring Controller.
Date: 202006
Local time of day: 1801-2400
Location: ZID.ARTCC, IN
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZID
ATC / advisory: Center ZID
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X called me having just departed ZZZ airport. I gave him the standard departure clearance; climb to flight level 230; and leaving 140 normal speed. He had a really hard time reading back the clearance; so I knew I would have to keep an eye on him. Because we are working COVID schedules; I was working all of my area's sectors; so I had other things to do; and moved on to other clearances. I had already taken a point out on Aircraft Y; who was being worked by Area Y; landing ZZZ1. I knew that the two were potential traffic; so I issued Aircraft X a clearance to go direct ZZZ2 which was the second fix on his route; he read back ZZZ2. I went back to other clearances. A short time later; Aircraft X keyed up and asked if ZZZ2 was ZXZ2. I corrected him and told him that ZZZ2 was ZZZ2. (ZXZ2 is a fix in [different state].) Aircraft X had already started to go towards ZXZ2; which put him head on with Aircraft Y descending into ZZZ1. In order to get Aircraft X out of the way at this point; I issued him a 360 degree heading. I had no idea which way he was turning at this point; so I just wanted to get him somewhere that I knew Aircraft Y was not going to be. I called Area Y and tried to get them to stop the Aircraft Y and give me radar contact; but they had already switched the aircraft to ZZZ approach. I had the Aircraft X stop his climb to buy myself a few more seconds. I called ZZZ Approach to try to get them to turn the Aircraft Y south; but they informed me that they had just put the Aircraft Y on a 360 heading as well; and he was much faster than my Aircraft X. I asked them if they could turn the Aircraft Y back to the south; and they said no. At that point; I turned my Aircraft X another 30 degrees to the right. Because the Aircraft Y was still descending; I climbed the Aircraft X; hoping to achieve vertical separation. Vertical separation was achieved soon after. I issued a turn to Aircraft X's next fix; and then a climb to his requested final altitude.The pilot put in ZXZ2 instead of ZZZ2. The [letter] and [letter] are next to each other on a QWERTY keyboard. This was probably an example of a slipped finger starting a domino effect of mishaps.




Synopsis: ZID Center Controller reported an airborne conflict while working all sectors in Controller's area during COVID-19 scheduling.