elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 1201-1800
Location: BED.Tower, MA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D BED
ATC / advisory: Tower BED
Second aircraft: Helicopter
Reporter organization: Government
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Instructor
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure; Airspace Structure; Airport
Primary problem: Human Factors

Narrative: Aircraft X entered the right downwind. A helicopter was working in the right traffic pattern for a taxiway. The helicopter proceeded on the go for the right downwind. I issued traffic to Aircraft X advising him about the helicopter. He reported the traffic in sight and entered the downwind and descended to 900 feet; which is below the pattern altitude for fixed wing as per the Standard Operating Procedures. When Aircraft X got on the ground they advised ground control that they had to make an abrupt maneuver to avoid the helicopter. I would advise the helicopter about Aircraft X; and let Aircraft X know that pattern altitude is 1;100 feet; so in future scenarios they don't descend into traffic that they reported in sight.


Second narrative: I was flying with a student in a training aircraft arriving to land via a right pattern. On entry at 45 degrees to a right down wind I had a red helicopter flying parallel to us further away on the down wind and much slower. We received clearance to land from the Tower while we were on the downwind. As we were about to reach abeam the helicopter; the helicopter made a right turn toward the airport. The student pilot was flying the aircraft. I had to take the control; and abruptly full power climb to avoid the helicopter. We climbed about 200 feet. Subsequently; the student pilot landed the aircraft. I notified the Tower; and had a discussion with the Tower Supervisor.


Synopsis: BED Tower Local Controller and a flight instructor reported a descent below the published pattern altitude resulting in an NMAC.
Date: 201509
Local time of day: 1201-1800
Location: UMP.Airport, IN
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: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZID
ATC / advisory: Center ZID
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I was on an IFR flight plan to UMP and in contact with ATC at the time of the incident. Descending through 3;200 MSL; heading 180 degrees and around 4 miles NE from UMP; a disc shaped object approx. 16 inches to 2 feet across passed within 100 feet of my right wing tip and was at or very close to my altitude.  The object passed very quickly; but I had time to point it out to my wife (acting as co-pilot at the time. She holds a private pilot certificate and is IFR rated and current. Approx. 1;000 hours as pilot in command). It was the opinion of both of us that the object must be a drone and not a balloon or kite. I advised ATC of the incident.




Synopsis: A pilot reported a near miss with a UAS while descending through 3;200 feet on an IFR flight to UMP.
Date: 201601
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
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 Inflight Shutdown; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Regained Aircraft Control; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL 350 the right engine rolled back. The appropriate enroute emergency procedures and Quick Reference Handbook (QRH) procedures were conducted. The engine responded to throttle movement at FL245 and I leveled at FL240. An uneventful; overweight; 2 engine landing ensued.


Second narrative: At FL350 Instrument Meteorological Conditions (IMC) TEMP -48 C Right engine Engine Pressure Ratio (EPR) indicated 1.90 +; all other engine indications rolled back to what appeared to be idle thrust. Engine anti-ice off at time of rollback(-48C OAT). Ran Quick Reference Handbook (QRH) checklist. Engine Anti-ice engaged as we began our descent off the airway. Engine parameters on right engine showed normal response to thrust lever descending through FL 250. Descended to FL180; proceeded direct to airport; and made an overweight landing.


Synopsis: At FL350; Engine anti-ice turned off; Right Engine parameters rolled back; turned Engine anti-ice on; descended to FL250 and regained engine control.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I tried to crank for my flight to ZZZ. The battery was low so I turned everything off and used only the master switch to crank it and the plane started. I checked the alternator and it was charging properly at 35 Amps (which I was told was okay to fly). I left to go to ZZZ with 84 gallons of fuel. My outbound flight was uneventful. I decided not to stop so I performed a touch and go at ZZZ and started my return home. During my return; I experienced flickering of the avionics system several times. At one point I lost power to the screen for about 10 minutes and then it suddenly recovered. I did check the alternator the entire flight and at this time the alternator was functioning appropriately.Upon my arrival I decided to do a few touch and goes. I was instructed by the Tower to use a right pattern for landing. I did about 6 or 7 of these. On my last touch and go at; after taking off I lost power again to the avionics screen. I was at approximately 100 feet when I experienced significant loss of engine power. The engine never stopped running but the loss of engine noise was prominent in my headset with a change in RPMs. I notified the Tower; but heard no reply. I could feel the airplane start to sink immediately. I pushed the yoke forward and touched down past the beginning of the Runway. The plane then rolled about 75 yards into the wet and muddy terrain. The landing was uneventful. I had no injuries and upon my inspection; there appeared to be no damages to the airplane. I am not sure what the cause of the significant decrease in power was. In my notes; fuel tanks were switched appropriately. The loss of avionics power to the screen was nothing new. It happened to other pilots. The plane was taken for inspection and the mechanics could not find any reason for this to happen.




Synopsis: PA32 pilot reported a significant loss of engine power on initial climb and made a forced landing past the end of the runway with no injury or damage.
Date: 201708
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cockpit Furnishing
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure; Company Policy
Primary problem: Company Policy

Narrative: After block in I dropped my ink pen; it bounced off my shoe and went through the large hole beneath the footrest.  The Airbus used to have black bristles that would prevent objects from entering the holes on each side of the footrest(s); they have been removed over the past few years.  The current large opening on each side of the footrests is large enough to fit your iPad through and could interfere with flight control linkages.




Synopsis: A320 Captain reported dropping a pen into a large hole beneath the footrest. The bristle seals have been removed exposing large opening.
Date: 201701
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Chart Or Publication; Manuals
Primary problem: Chart Or Publication

Narrative: We were given late ATC instructions to hold south as published over HOLEY on the KORRY3 ARRIVAL inbound to LGA. Both my First Officer (FO) and I had our EPUBS zoomed in tight into the holding fix trying to locate the published hold but could not see any. We were focused on the fact that there was no number next to the fix in order to reference that the hold was depicted in another location on the chart.The ATC frequency was extremely congested and we were not able ask where the hold was published for a while. We finally were able to contact ATC; who only asked us if we had the latest charts. Another aircraft on the frequency told us 'It's at the top of the chart.'We zoomed back out and were able to see unreferenced new holds at the top of the chart; far from the fix. Both LGA STAR's KORRY3 and GATBY1 have remotely published holds that are not referenced by numbers next to the fixes. On paper; these holds may seem obvious to see. However; as we use computer tablets to zoom into Hot Spots for navigation; these depictions are easy to overlook when given a late clearance.We learned to zoom out the whole chart if we are unable to located fixes. However; the next crew that gets a rushed clearance may find themselves in same issue. Please ask Jepps to add numbered references next to these fixes.




Synopsis: A CRJ-700 Captain reported not being able to find a published hold on the EFB chart. Eventually they discovered they had zoomed in too far and the hold was published out of view on the chart.
Date: 201308
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: IMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Weather
Primary problem: Airport

Narrative: [We had a] go-around and diversion due to SFO ceiling at 400 FT AGL. Only approach available was LOC DME 28L; MDA of 460 FT. On approach at [our diversion airport] we were showing an EFOB at [our diversion airport] of 4.2. I declared a low fuel advisory because an unnecessary go-around would put us back in [our diversion airport] with about 3.0 FOB.The event occurred due to the continued inadequate facilities provided by the San Francisco Airport.

Callback: The reporter stated that SFO operations are back to normal with the ILS up and running. There is also a new ILS on Runway 28L (he believes) with a lower glide path which allows aircraft to be closely spaced trailing on Runway 28R with a high angle (3.0) approach thus keeping the trailing aircraft behind and above the lead aircraft. The day of this event he was extremely frustrating with the series of events which lead to the diversion and so this report was submitted.



Synopsis: An Air Carrier Captain executed a go-around on the SFO LOC DME 28L at minimums (460 FT) and because no other approach was available the flight diverted to a nearby airport.
Date: 201408
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Approximately 5-8 minutes after I received the 'chocks in' signal the aircraft started rolling back! All parking checklists were completed and my First Officer was in the cabin as passengers were leaving. I was getting out of my seat when I noticed that the aircraft was moving and my First Officer was shouting to set the brakes. I immediately returned to my seat and set the parking brake. The aircraft had rolled back about 2 feet. We immediately stop disembarking passengers and repositioned the jet bridge. Fortunately there were no injuries or aircraft damage. I spoke to the Ramp Supervisor who informed me that their procedure is to only chock the nose wheel. The main wheels are chocked sometime after the 'chocks in' signal is given to the Captain. I found this surprising since I was expecting all wheels to be chocked before I received the 'chocks in' signal.




Synopsis: Five minutes after gate arrival and receiving the chocks in signal; the Captain was about to leave the cockpit when he detects the aircraft is moving and quickly sets the brake. After repositioning the jetway the Captain learns that only nose wheel chocks were in place and were apparently not adequate for the slope.
Date: 201511
Local time of day: 1801-2400
Location: PNS.Airport, FL
Flight conditions: IMC
Weather elements / visibility: 3
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C PNS
ATC / advisory: Tower PNS
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: VOR approach Runway 8 Pensacola. At minimum call; FO called runway in sight. Looking for the runway; FO said slightly to your right; still not picking up the runway entered a small cloud and at the same time got Obstacle Obstacle. At this time executed the recovery maneuver and went missed. Not sure what happened; may have descended a little too fast. With weather marginal and non-precision approach; newer model aircraft would be safer.


Second narrative: We were flying the VOR Runway 8 approach into PNS. We had already been handed off to Tower and cleared to land. We crossed the SAUFLEY (NUN) VOR on speed and fully configured. My Captain was the Pilot Flying with the autopilot engaged. Upon crossing the VOR; he started his descent to our Derived Decision Altitude (DDA) of 850 feet. As I called minimums we 'broke out;' and I could see the airport. As we went visual at minimums my Captain asked; 'Do you see the airport'? I replied 'Yes.' He asked. 'Where is it'? As I tried to point it out; we returned to IMC and I lost visual with the runway. We are now approximately 700 feet MSL.As I started to call for the go-around; we received a GPWS Obstacle Warning. My Captain initiated the escape maneuver and climbed out straight ahead. Once clear of the warning; we declared our missed approach to Tower and diverted. The flight landed with no other abnormalities noted. I should have called for the go-around as soon as my Captain asked 'Do you see the runway.'


Synopsis: B737 flight crew experiences a GPWS obstacle warning during the VOR Runway 8 approach after descending below MDA prior to having the runway clearly in sight. A go-around is initiated and the crew diverts to their alternate.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Trainee; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing Rollout
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A student pilot solo had a runway excursion incident during his third solo flight in the traffic pattern at ZZZ. Student had been instructed to perform only full stop taxi back for the pattern work and he had complied accordingly. The ATIS during the time of event was reported at 120@08 which was within the the limitations listed in the student's endorsements. After about 1 hour of solo flight in the pattern for [Runway] XXR; student described that when the aircraft touched down on the runway after a landing; he was not able to maintain directional control using the rudder. The aircraft veered off to the left of the runway; the left main wheel got onto the grass and impacted a runway light. The student then promptly corrected the aircraft back onto the runway and came to a complete stop near the intersection of [Runways] XYR and XXR. The Tower asked the student to stay in position and wait for the first responders.The student is safe without any form of injury and the aircraft is intact with no substantial damage. Student was able to taxi back to the ramp with the aircraft after the incident while followed by the airport operation vehicles. All documents and required information from the student and the instructor has been provided the to Airport Operation personnel.The flight hours provided above is the student of the incident. The person submitting the current report is the instructor on behalf of the student.




Synopsis: Instructor of a C-152 Single Pilot trainee reported that the trainee had a runway excursion including striking a landing light during their landing rollout.
Date: 202005
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
Contributing factors: Procedure; Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: Face masks may be used during flight as a preventative measure against the spread of COVID-19. This poses significant safety compromises.The over/continued use of face masks has been linked to unconsciousness due to insufficient oxygen intake/excessive carbon dioxide intake.Masks also cause communications barriers in already noisy fight decks. Should an explosive decompression occur; time of useful consciousness at typical flight levels is approximately 15-30 seconds. Time is critical. Modern airliners utilize quick-don pilot oxygen masks for a reason. Has the FAA conducted extensive testing verifying face masks will not interfere with oxygen mask use? If not; face masks must be removed before oxygen mask use. A process that will take critical time at a critical time. Should the face mask be pulled down below the chin or should it be remove above the head? How will a tied face mask be quickly untied?  Pilots have received zero training in these tasks. These questions pose serious risks until they are analyzed.Because of the extreme risks to flight safety should oxygen masks be immediately required; the FAA must immediately intervene and prohibit face mask use during flight until they have specifically tested various face mask types and determine which; if any; are safe for use in flight.




Synopsis: Air carrier Captain reported significant safety compromises with wearing face masks during the COVID-19 pandemic and associated problems with oxygen masks.