elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 0601-1200
Location: FWA.Airport, IN
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class C FWA
ATC / advisory: Tower FWA
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload; Communication Breakdown; Time Pressure; Human-Machine Interface; Distraction
Anomaly: Conflict Airborne Conflict; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Human Factors

Narrative: I was vectoring Aircraft X to follow Aircraft Y for an approach to Runway 5. I issued multiple speed restrictions to Aircraft X due to Aircraft Y rapidly decreasing speed on final. The pilot of Aircraft X did not seem to want to take my speed restrictions as it took him 8-10 miles to drop 40 kts.After an approach clearance including a speed restriction till the FAF and yet another shortly following with that and also informing him why I needed the speed restriction I broke him out just outside the FAF while still having over 3 mile separation with Aircraft X at 2600 and Aircraft Y at 1700. After the breakout instructions Aircraft X continued down final for 1 1/2 miles then descended another 2 hundred feet putting him at 2400 with Aircraft Y at just barely a 1000ft below him. Aircraft X had to be prompted again to break out heading 320 and to maintain 3k. There was a potential loss of separation due to pilot not responding to control instructions in a timely manner.When Aircraft X and Aircraft Yare arriving at roughly the same time; one could say they almost try to manipulate airspeeds; altitudes; etc to force the following aircraft delays.




Synopsis: Fort Wayne Approach Controller reported of one aircraft slowing on final; resulting in the second aircraft having to be taken out and sequenced again. Reporter stated it took two calls to the trailing aircraft to get it off final resulting in a possible loss of separation.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff; the aircraft indicated a Nose Wheel Steering failure. The First Officer was pilot flying. Once a safe altitude was reached; the Captain assigned Radios and Flight Controls to the First Officer and verbally completed the QRH. Upon completion of the QRH the failure still persisted. The Captain then notified; Flight Attendants; Passengers; and the Company. He also [advised] ATC and asked to roll fire trucks. The flight continued [to the destination]. The First Officer made an absolutely beautiful landing and maintained positive aircraft control all the way to a complete stop. When the aircraft was stopped; the Captain initiated the After Landing checklist and shutdown. The Tow Team met the aircraft and towed it from the runway to the gate. The aircraft arrived at the gate; on time; with no reported aircraft damage or passenger injury.


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


Synopsis: CRJ900 Captain reported a nose wheel steering failure shortly after takeoff.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight; Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Final walk through the cabin I noticed passenger had a small backpack on his lap. I asked him to stow it. He became defensive and loudly said to me 'NO ONE HAS EVER ASKED ME TO DO THAT.' I asked again; and explained it was considered a carry on and therefore needed to go in the overhead; as he had no seat in front of him to stow it underneath. He again stated he had never been told to do that. He opened it and started to remove paperwork and personal items; and the passenger next to him asked me if that was ok. I said; yes he could secure those items in his hand; but not the backpack. I then placed the backpack in the overhead.As we were on the taxiway same passenger was on his phone. Passenger behind him looked at me to get my attention and pointed; at passenger and his phone and mouthed to me 'he is on the internet.' I tapped passenger on his shoe to get his attention and asked if he was in airplane mode. He replies; loudly; 'YES I AM AND WILL YOU STOP TOUCHING ME?' I answered; 'of course.' Passenger behind him; then taps him on the shoulder and says; 'I would appreciate it if you would do as you are asked; and get off your phone.' The father of the disruptive passenger turns around and states the son is using a certain app that isn't on the internet. The passenger who spoke up; looks at me and shakes his head. The disruptive passenger does not comply. When I hear the after takeoff chime; I go to the back galley and explain to [other Flight Attendant] what has been happening. We decide to switch and she will now [takes that part of the cabin]. This switch avoided further conflict between the disruptive passenger and myself. I don't believe I committed any errors. Passenger was not receptive to following directions; or to any verbal contact with me.




Synopsis: A Flight Attendant reported that a passenger was not compliant in regard to stowing of baggage and electronic device usage.
Date: 201707
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Weather
Primary problem: Weather

Narrative: During the [Scenic] Tour I exceeded the fight Envelope Temperature operating limitations of section of the Flight Manual. I was bound by two different limitations; the ZZZ location with 40.36 degree Celsius and ZZZ1 location with 45.74 degree Celsius.When I arrived for my flight and started prepping for it I was immediately made aware through the Daily Briefing Sheet that the forecasted MAX temperatures will be 40C at ZZZ and 46C at ZZZ1. I knew I will have to constantly pay attention to the actual temperatures for the day.When I took off from ZZZ1 the temperature was reporting 44C (43.9C actual METAR resolution). Landing at ZZZ the reporting temperature was 38C. At ZZZ the company operations were already shut down but air only tours were still going on since temperature allowed for it. My customers went on to do their tour while I waited approximately 50 minutes. During that time I was paying attention to the temperature at ZZZ which was holding at 39C so I was comfortable taking off at this point. I did briefly look at ZZZ1 which was at 45C. When I got into the aircraft before turning on the engine I listened to the conditions at ZZZ one last time before I committed to the flight and it was still holding at 39C.This is where my planning was not completed. I should have asked base at ZZZ to confirm for me the ZZZ1 conditions at that instant since my METAR ZZZ1 information was approaching over 20-30 minutes old (45C). In hindsight which I did not confirm at the time they were still below my operating limitations at 45.6C when I was taking off from ZZZ for ZZZ1. If I did confirm this for ZZZ1 before departing ZZZ I would have known that the temperature was trending up and there is a good possibility that temperature would be 46C. The temperature did reach 46C (46.1C) and operations at ZZZ1 were suspended when I came to ZZZ1.My OAT sensor was still indicating below my limitations but upon coming in for a landing at [the] Ramp the temperature did climb past 46C.I did not experience any rush or pressure to complete the flight. The cause was my planning and was not seen all the way through since I developed comfort that I will be OK to complete the flight by knowing the immediate temperature for the takeoff and not doing the same for landing (that information was about 20-30 minutes old for me at the time of takeoff at ZZZ).




Synopsis: Helicopter pilot reported an encounter with extreme atmospheric heat conditions.
Date: 201405
Local time of day: 0601-1200
Location: ZOB.ARTCC, OH
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Arrived in area at XA:35. Could not relieve anyone until my shift started at XA:45. A controller gave a relief briefing to no one and left the position. I had to work the unmanned sector prior to my shift start. The controller left a dummy jack plugged in and left the frequency in the ear. I noticed that an aircraft needed to be descended and handed off but there was no hand set. I found a hand set and gave the clearance. Received no response due to the frequency not selected to speaker. When I figured out the problem the pilot was extremely frustrated. There was no error but a very unsafe situation.




Synopsis: ZOB Controller reports to work and before shift starts another controller gives a briefing to no one; and then leaves the room. Controller reporting to work has to start work before officially being at work.
Date: 201906
Local time of day: 0601-1200
Location: ORBB.ARTCC, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: At cruise near Turkey/Iraq border; lost GPS/ADS-b approx. 100 NE of RATVO.  Re-acquired both.  The last 5 to 7 minutes of the loss we were over our RNP of 2.00 (ANP of 2.51). INS NAV worked fine entire time.  VOR worked entire time. Cause Probably due to jamming.  We were ready ahead of time.




Synopsis: B777-200 Captain reported the pilot crew suspected GPS jamming at this location.
Date: 201412
Location: LAX.Airport, CA
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower LAX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Landing runway 24R LAX. At approximately 90 KTS LAX Tower Controller issued taxi instruction to exit at high speed and hold short 24L. This call interrupted our normal roll out and decelerate procedures. We did not respond then LAX Tower again gave same instructions at approximately 85 knots. Again we did not respond; control was transferred to captain. After slowing to taxi speed we exited 24R and held short of 24L as required by normal SOP. After we slowed to exit runway we responded and asked for tower supervisors' number. After coming to a stop at hold short line LAX tower called and repeated the request (twice while we had come to a stop as per normal SOP) we responded as requested. Once crossing runway 24L and on ground we were given supervisors number. At the gate having exited the aircraft I spoke to the tower supervisor. He was unapologetic regarding the controller issuing taxi instruction during our roll out. He further advised me that they reviewed the tape and stated we sounded unprofessional on the radio. At no time did we make any comments beyond the request for the supervisors' number and repeating the instruction. I informed the supervisor that this was a safety issue and that we had no requirement to answer until we had slowed to a safe speed. I also commented that there is a big difference between sounding unprofessional and being unsafe while violating the FARS. I also informed him we would be filing an ASAP and speaking to our local Chief Pilot. I spoke to our Chief Pilot shortly after my talk with LAX TWR supervisor.  I explained the event and our response. At no time did we cross any hold short line; cause any aircraft to be forced into a go around or caused any unsafe event. Tower controller should follow guidance provided in FAR; there is no need to advise us to hold short as we would stop and hold prior to crossing an active runway. Given no guidance our only option is to hold short. We do not need to be given taxi instruction or told to exit any high speed. The runway belongs to us during landing; I have no obligation during roll out to respond; therefore the tower should not be interrupting our landing procedures to issue instructions that are unnecessary.




Synopsis: Pilot reports of receiving a hold short instruction from LAX Controller while they were rolling out on the runway. Pilot stated they didn't like the call at this time and were going to hold short of the runway as required anyway.
Date: 201208
Local time of day: 1801-2400
Location: BOI.Airport, ID
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C BOI
ATC / advisory: TRACON BOI
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Developmental
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: A C182 departed Boise Airport; Runway 10L; on the 'Boise 2 Departure (BOI2).' Approximately 5 miles off departure end; it appeared that the aircraft was straying north of the BOI2 SID track. I asked the pilot to verity she was established on the BOI2 departure. The pilot responded that she was; but she was having difficulty meeting the required climb gradient. I responded with 'roger.' She then told me she wasn't going to make it over the hill in front of her. I immediately vectored the aircraft 20 degrees right to avoid terrain (while below the MVA); and asked her to 'do her best through 067;' which is the published MVA. She was able to climb to her filed altitude and had no problems. Boise ATCT had; until approximately 1 month ago; a Diverse Vector Area (DVA) that allowed us to vector aircraft south of the airport below the MVA. The DVA was especially useful for smaller/slower IFR aircraft. We could vector the slow aircraft south for faster; succeeding; departures.  Further; aircraft were not required to meet an ATC climb rate of 420 FT/NM when being vectored below the MVA (while in the DVA). I believe it is necessary to expedite the implementation of a new DVA for Boise ATCT.




Synopsis: BOI Controller reported vectoring below the MVA because of a slow climbing GA aircraft.  The reporter listed the recent elimination of the DVA as a contributing factor.
Date: 201603
Local time of day: 1801-2400
Location: CMH.Airport, OH
Flight conditions: VMC
Light: Night
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 C CMH
ATC / advisory: Tower CMH
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Distraction
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; General Police / Security Involved
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: As PM; I noticed fast moving LED's approximately half mile ahead of us and 200 to 300 feet below us on short final to Runway 10R at CMH. It appeared to be a drone of some sort; so I notified Tower and he immediately responded that he had eyes on it just as I finished pointing out the 'traffic'. The PF kept flying a great visual approach and landed uneventfully. Tower notified a police helicopter in the air nearby and they had him spotlighted before we even got to the gate (a one minute taxi; almost from 10R).




Synopsis: Air carrier First Officer reported a near miss with a UAV while on short final to CMH Runway 10R.
Date: 202109
Local time of day: 0001-0600
Location: WRI.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 15
Light: Night
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D WRI
ATC / advisory: Tower WRI
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed; Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Confusion; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Aircraft; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Upon departure from airport 47N; I noticed my GPS position shifted to a position north of the field even though I was tracking south followed by a fault indication... I suspected possible interference or spoofing or an issue with GPS unit itself as I have experienced this in the past and had to troubleshoot the issue with my avionics shop and manufacturer on numerous occasions so I immediately restarted my GPS unit in the aircraft.  As I continued to track south and my unit was resetting I noticed WRI airport just south of us and immediately turned right and initiated climb to try to avoid their airspace.  I then immediately contacted WRI for flight following and was advised I did indeed fly into the norther portion of their airspace.. This was completely unintentional and was the result of an equipment failure...




Synopsis: Small Twin Engine aircraft Single Pilot reported possible GPS jamming or equipment failure near WRI airport. The pilot stated the situation contributed to an airspace violation.