elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 1801-2400
Location: TOL.Airport, OH
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Helicopter
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class C TOL
ATC / advisory: TRACON TOL
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Workload; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While at cruise at 2;200 MSL with Toledo Approach providing VFR traffic advisories; we had a [low wing] private plane pass under us at less than 200 feet separation. No indication that the Piper saw us as they did not deviate from flight path. Upon query to approach control; they said they had a 'ghost' showing in that area; but the signal was faint and they were not sure if it was an echo of our signal. Completed mission without further incident.




Synopsis: A VFR Helicopter pilot at 2;200 feet with TOL ATC traffic advisories reported a near miss after a single engine aircraft passed 200 feet beneath him without an ATC advisory. ATC reported a faint 'ghost' target.
Date: 201704
Local time of day: 1801-2400
Location: CRP.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Military Trainer
Operator: Military
Flight plan: IFR
Mission: Training
Flight phase: Descent
ATC / advisory: Tower CRP
Second aircraft: Military Trainer
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Developmental
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: I was working Local Control. Aircraft X checked in northeast of the CRP VOR on the VOR Approach. I read Aircraft X the winds and cleared Aircraft X for the option to Runway 18. Aircraft X read back the option clearance. The only other traffic I saw in the area was Aircraft Y north of NGP heading northwest on a downwind at 1;600 feet for NGP Runway 13R on North radars tag. Aircraft Y had NGP in the scratch pad; as well as the symbol for the RNAV Approach.After clearing Aircraft X for the option and seeing the only traffic in the area was going to NGP I started looking out the window; to acquire Aircraft X visually and check for gear. After approximately thirty seconds to one minute Aircraft X asked if I had traffic out here for him. As I looked up at the scope the collision alarm went off. Aircraft X was over the CRP VOR at 1;600 feet still on the VOR 18 approach. Aircraft Y was approximately one mile south of the CRP VOR still northwest bound at 1;600 feet. I immediately issued a traffic alert to Aircraft X; 'traffic alert Aircraft X traffic 12 o'clock less than a mile Aircraft Y northwest bound same altitude suggest you climb immediately.' Aircraft X's response was 'roger; he's no factor now'. I asked Aircraft X if he wanted vectors to be re-sequenced; and he said no he would rejoin the approach on his own. I told Aircraft X traffic no factor and cleared him for the option again. Aircraft Y was vectored behind Aircraft X into NGP without further incident.I would recommend to myself never assume that because someone else is talking to the other aircraft and it's going to another airport it's not going to be a factor.




Synopsis: CRP Local Controller reported observing an aircraft going to an adjacent airport fly into his airspace on a conflicting heading with an aircraft conducting an approach.
Date: 201907
Location: ZBPE.ARTCC, FO
Flight conditions: VMC
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Climb
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
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; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: On YV8c departure from PEK; we experienced an apparent GPS jamming event. Similar to what occurs going into TLV except in a much more critical flight phase. At approximately 3;000 ft.; we got an ADS R out msg.  As we were familiar with the TLV events we immediately noticed the GPS was inoperative and we were in inertial navigation.  This lasted till about 12;000 feet and totaled 6 to 8 minutes.  What makes this different is that eventually our ANP exceeded our RNP for about 15 seconds.  As this was in the departure phase the RNP was 1.0 and our ANP got to 1.16.  Since we routinely do RNAV departures from PEK this could be a serious issue if it continues.




Synopsis: First Officer reported experiencing GPS jamming during departure from Beijing Capital Airport.
Date: 202112
Local time of day: 1201-1800
Location: MHTG.ARTCC, FO
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center MHTG
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: VFR day going into GUA.  We thoroughly briefed all threats flying into GUA but forgot about not arming the approach until established on final. Autopilot was on; aircraft was gear down crossing AUR VOR at 9;000 ft. with LNAV and VNAV PATH armed with 6;300 ft. set in the MCP window. Once on teardrop continued to extend the flaps to 40. In the turn to final the glide slope came alive and we armed APP mode. The aircraft captured the false glide slope and made an abrupt descent to capture the glide slope. Captain turned auto pilot off and climbed back up to altitude; but we were one dot low crossing the FAF. We never received a terrain warning. We captured the glide slope and continued the approach into GUA. CA (Captain) touched down approximately 600 ft. down the runway. Lessons learned: stay in LNAV and VNAV PATH and set 5;100 ft. on the MCP; arm the approach on final. We considered a go around but the aircraft met the stabilized approach requirements. We armed the approach too soon with the auto pilot engaged. Stay in LNAV and VNAV PATH until established on final and then arm the LOC and then APP.




Synopsis: Air carrier Check Pilot reported failure to follow SOP resulted in crossing the final approach fix at MGGT one dot low.  No terrain alert was received; and the aircraft landed safely.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fan Blade
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Fatigue; Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Release Refused / Aircraft Not Accepted; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: The First Officer discovered evidence of a bird strike near the fan blades on the number 2 engine during his preflight originating walk around the morning of [date]. We discovered that we flew the aircraft into ZZZ the previous night and it terminated. Thus; we assume that we must have had a bird strike on the previous flight that went undiscovered when the FO (First Officer) did his post flight walk around the previous evening. Evidence of the bird strike was some dried blood; but no feathers or other remains were visible. I called Maintenance Control; and they had Contract Maintenance come to the aircraft. Upon further inspection; I noticed a bend on the tip of the #9 fan blade that was not easily noticeable. Unfortunately; the bend was greater than allowed tolerances; so the flight was cancelled.The Crew Member that does a post flight walk around needs to take additional time to ensure no evidence of a bird strike on a terminating flight. Catching bird strike evidence early provides unnecessary delays the following day.




Synopsis: Flight crew reported finding evidence of a bird strike on aircraft during morning walk around inspection.
Date: 202011
Local time of day: 1201-1800
Location: CLT.Airport, NC
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: I was the PM; CA was flying. At about 7;100 MSL while being vectored on the NE side of CLT airport for Runway 36R (cross side runway) we noticed a drone off our right side about 1-2 O'clock position; passing by off our right side.  It was close enough to distinguish it was a 4 propeller drone. It was hard to determine exactly how far away the drone was but my guess would be within a few hundred feet. As we passed by in our descent we appeared to be slightly below it as we passed. We notified ATC and continued the approach to landing uneventfully.At first I thought it was a bird until I quickly realized it was a drone. I kept my eyes on it as long as I could as we passed by. There is no doubt that it was a drone. Cause was drone flying in Class Bravo airspace near CLT at an altitude high enough to be in the way of commercial airline traffic. We were being vectored from the NW to the NE side of Charlotte airport for Runway 36R. I notified the CA when I first saw something; and he too saw the drone. We did not make any altitude or course changes as it happened too quickly and the drone was not in our immediate flight path.




Synopsis: Air carrier Captain reported an airborne conflict with a drone during approach to CLT airport.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Private
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Aircraft Equipment Problem Less Severe; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon approach into ZZZ the gear would not go down. Tried numerous times to cycle gear and hand pumped it numerous times with no luck. Gear would not go down.

Callback: Reporter reported following all POH procedures; along with maneuvers and efforts learned in training. Reporter stated efforts to pump the gear resulted in handle moving but then it became very hard to move.



Synopsis: PA31 pilot reported landing gear extension failure.
Date: 201405
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FAC (Flight Augmentation Computer)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: F/CTRL - AIL SERVO FAULT ECAM displayed after experiencing very slight aircraft roll left; (similar to minor wake turbulence). F/CTL Systems page displayed 'R AIL' computer failure symbol (partial box). However both 'G' and 'B' actuator symbols were displayed green when last observed.  Non-normal methodology; QRH procedures; and the Non Normal ECAM Supplemental reference were followed and referenced. Flight Dispatch and Maintenance were advised. The flight proceeded to destination and landed uneventfully. Conditions: Auto Pilot #2 engaged; cruise climb passing through FL310; approximately 265k/.77M; smooth flight conditions.




Synopsis: An A320 ECAM alerted F/CTRL - AIL SERVO FAULT; so the crew completed the ECAM; the QRH. Then they notified Dispatch and Maintenance as they proceeded to their destination.
Date: 201312
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 121
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise flight at FL350; we heard a loud thump/bang from the rear of the cabin. At this point we had a rapid decompression (2000 fpm plus). Proper checklists were followed to include an emergency descent. Passenger masks were manually deployed. Diverted to ZZZZ and had an overweight landing of 23;700 lbs. No damage was noted to exterior of aircraft upon landing.


Second narrative: At FL350 we heard a loud thump from rear of cabin. Noticed cabin climbing at 2;000 fpm. Complied with memory actions: Donned oxygen masks and selected oxy mic. Notified ATC of pressurization issue and that we were commencing an emergency descent. Declared an emergency. Manually deployed cabin oxygen masks. Ran the emergency checklist. Diverted to ZZZZ. Landed overweight.


Synopsis: HS125 flight crew experiences a loud thump from the rear of the cabin and a sudden loss of cabin pressurization. An emergency descent is initiated and the flight diverts to a suitable airport.
Date: 201709
Local time of day: 1801-2400
Location: BTV.Airport, VT
Flight conditions: IMC
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E BTV
ATC / advisory: TRACON BTV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; 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
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While heading into BTV we were on vectors to RNAV GPS Z Rwy 33. We were at 5500 feet and on a heading to intercept the final course inbound. While on this heading we were cleared for the approach. We intercepted the inbound course and proceeded with the approach. What I failed to realize is that we were outside NIDUQ. The minimum crossing at NIDUQ is 5400 feet. We were lower than the required 5400 ft and just about to level at HONIB when approach stated that we descended below the required crossing restriction of 5400 feet at NIDUQ. At this point; we had the airport in sight and told approach that we had the airport in sight. He cleared us for the visual and we continued and landed safely without issue.This was the third night. I was tired as I didn't sleep well the night before and I didn't get enough sleep during the day. I definitely tried to sleep during the day; but only slept about 3 hrs. Once on the ground and parked at the gate. I dug into how I missed the fix. I reloaded the approach with vectors and realized that it doesn't load any fixes past HONIB. I have learned my lesson and will always select an IAF instead of vectors. I was also complacent in thinking that it was going to be a visual approach with the RNAV as a backup.




Synopsis: CRJ-200 First Officer reported descending below charted altitude on approach to BTV citing fatigue as a contributing factor.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Cruising at 37;000 FT experienced severe to extreme clear air turbulence. We had 1;000 FT altitude loss; speed increased 30 KTS and aircraft banked 30-60 [degrees] to the left. Aircraft then gained 1;500 FT; airspeed decreased to 60-80 KTS with a violent roll to the right. Regained control of the aircraft and reestablished airspeed and altitude. ATC was notified. Once the aircraft was stable I went to the back to checkout the airplane and to re-stow all of the items that were thrown about the cabin.




Synopsis: Hawker 800XP pilot reported encountering extreme clear air turbulence at FL370 that resulted in temporary loss of control of the aircraft.
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Time Pressure; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As we had slowly started our descent we lost cabin pressure. Everyone was experiencing ear pain. I heard 4 chimes from cockpit. I picked up interphone and got Emergency info from Captain. The oxygen masks deployed however seat 32A/B did not open. I stuck a pin in the hole then a pen then I tried to pry it open with no luck. I smacked it and still did not come down so I had to have the passengers share additional oxygen masks from seat in front. We landed safely and I reported to the Captain of seat 32 A/B. After some sit time we then worked the flight back.




Synopsis: After an MD-80 pressurization failed and the passengers' oxygen masks deployed; a Flight Attendant was unable to lower a single row of passenger oxygen masks which had failed to activate.