elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 1201-1800
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: [We] noticed a great deal of glare from the western most solar generator at the Ivanpah Solar Farm. We were flying the SHEAD 8 departure from Runway 7L and experienced significant glare from approximately MINEY until approximately 20 miles east of SHEAD. The glare was significantly stronger than from the other two stations and appeared to be due to poor aiming of the mirrors. In addition to overall glare; there were spots of glare separate from the rest of the mirror farm. While we were westbound; and the glare was more of a distraction; it would have been very difficult for us to fly southbound and pick out traffic from below and/or have to stare into that light. We mentioned the glare to LAX Center. The flight continued normally after SHEAD.




Synopsis: An air carrier pilot climbing through approximately FL180 on the LAS SHEAD 8 RNAV SID commented on the Solar Farm glare while flying northwest between HITME and SHEAD intersections around early afternoon.
Date: 202002
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class A ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was acting as SIC on a trip from ZZZ-ZZZ1. We were at FL400 and given an initial descent to FL350 with an expedited descent through FL380. When the Captain retarded the throttles we received a caution light alerting us that we had a pressurization issue. We alerted ATC that we needed to continue our descent to 15;000 ft. The frequency was crowded and ATC did not acknowledge our request for lower. I broadcast for a 3rd time and another pilot told ATC 'Someone is [requesting priority handling]; everyone standby.' At that point we were able to convey our [request] to ATC and were issued a continued descent down to FL240. Before leveling off; we were given a descent down to our requested 15;000 ft. Once we got lower the aircraft pressure stabilized and we were able to continue the flight with no other issues. The aircraft; nor passengers or crew were damaged or harmed during this event.


Second narrative: I was acting as PIC on a trip from ZZZ to ZZZ1. We were cruising at FL400 when given our initial decent to FL350 but to expedite through FL380. Upon our initial descent; we had a pressurization caution. Because of our high altitude; we initiated an emergency descent and informed ATC as soon as practical. The frequency was crowded and it took several radio calls for them to understand we were [requesting priority handling]. We were then given an altitude of FL240 to descend to but were given a lower altitude of 15;000 before we leveled off. Once in the lower altitude; the aircraft pressurization stabilized and we were able to safely continue our flight to our original destination. There was no harm to aircraft or personnel in this event.


Synopsis: Pilot reported that a loss of pressurization resulted in an expedited descent.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure
Primary problem: Procedure

Narrative: During a VFR climb to 4;500 feet; I encountered what I believe to be a powered parachute at about 4;000 feet. I made a slight right turn to avoid the hazard and continued the trip without incident. The parachutist was in Class E airspace in VMC conditions and appears to have been complying with regulations. But it seems dangerous to have such slow-moving traffic in such busy airspace without ADS-B.




Synopsis: Pilot reported an NMAC with a powered parachute resulted in taking evasive action.
Date: 201705
Local time of day: 1801-2400
Location: DLH.Tower, MN
Aircraft: Fighter
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Tactical
Flight phase: Takeoff / Launch
Airspace: Class D DLH
ATC / advisory: Tower DLH
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Second reporter function: Local
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Local control requested approval for an opposite direction operation for; a flight of 4 [military fighter jets] to Runway 27. It was some time before they actually departed. I forgot about the opposite direction approval. Meanwhile [Aircraft Y] was being vectored onto the ILS Runway 9 approach VFR. I cleared this aircraft for a practice approach to Runway 9 and switched the aircraft to tower. Then [the] flight of four departed. I am not sure how close these to aircraft were but way too close for my comfort. They were at least in my estimation 2 miles from each other at the same altitude at about 3000 feet. [Aircraft Y] was descending on the approach and [the flight of four] was ascending to 6000 feet. This situation was all my fault just a lack of focus on my part.


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


Synopsis: Tower Controllers reported allowing an opposite direction operation to occur with less than required separation.  Training in the Tower was in progress at the time.
Date: 201402
Local time of day: 0001-0600
Location: LAX.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Fog
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground LAX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Very foggy taxi out prior to sunrise; used appropriate LAX Low Visibility taxi chart.  Because of need to protect the ILS approach area; we were given a non-standard taxi route of Alpha to Golf; hold short of 25L. Then cleared to cross 25L and R on Golf; continue on Bravo to 25R. There are no taxiway centerline lights on Golf; and the fog was so thick that the center taxi stripe was grey washed out. On crossing 25L; the First Officer warned me that I was lined up too far left; which I then noticed; as I had been looking for the taxiway centerline marking; which could not be seen. I did a correction to the right; and asked the First Officer to have LAX Ground have someone come out and check to see that I had not struck any of the taxiway lights.  We waited at #1 for 25R until Ground reported that the area had been checked and there were no lights damaged nor anything out of the ordinary.  Checked the configuration page to ensure no tires indicated any loss of pressure; which they did not and; in consultation with the First Officer; decided to continue the flight. On arrival all tire pressures were still good; and there was no damage noted in a post-parking walkaround of the MLG. Aside from human error; I feel that for visibility this low; it is almost to be expected that poor taxiway centerline markings could lead to being off center. At some airports; the taxiway centerline is marked with a white line; and then a darker colored stripe on each side to set off the white; which will turn gray with age and use; from the gray taxiway surface.  If there is to be no money spent on centerline lights; then perhaps some paint could be used; to help make the centerline more visible in very restricted visibility?




Synopsis: Air Carrier Captain reports a possible taxiway excursion at LAX in dense fog while crossing Runways 25L and R on taxiway Golf. With no centerline lights the centerline stripe is reported as nearly invisible. No taxiway lights are damaged and the flight departs.
Date: 201512
Local time of day: 1201-1800
Location: SMO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Robinson R44
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Cruise
Airspace: Class D SMO
ATC / advisory: Tower SMO
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying along the shoreline from Malibu into Santa Monica on a sightseeing tour with two passengers aboard. I had just received transition clearance from Topanga Beach down to the Santa Monica Pier; at which point I would be turning NE toward UCLA. Just SE of the Getty Villa; I saw what appeared to be a seagull and made an evasive maneuver to miss it; as it was heading directly toward the aircraft I was piloting. As it passed just below me off my left; I saw clearly what was a white DJi Phantom Quadcopter. I've seen them before; but had only notified tower; this was before I was aware of this reporting site. I immediately notified SMO Tower and they immediately contacted police units to check it out. I'm not sure if anything came about from it. I also warned several other pilots throughout the day to be on the lookout; not just for that area; but anywhere.




Synopsis: R44 pilot northwest of SMO at 800 feet experienced a NMAC with a drone and took evasive action.
Date: 202010
Local time of day: 1201-1800
Location: I90.TRACON, TX
Light: Daylight
Aircraft: TBM 700/TBM 850
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E I90
ATC / advisory: TRACON I90
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Airspace Structure; Weather; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X checked on inbound at 13;000 feet descending to 9;000 feet. I told him to expect vectors for the ILS as that was what was being advertised and issued a heading of 130 and descended him to 3000 ft. He stated he did not want to go southeast bound because of weather south of the field. I was only showing small areas of light precipitation building 15 miles south of the field. After his request I told him an approach to the opposite runway circle to land will probably be okay but I will need time to get it approved as I was busy and a few other aircraft were deviating and one was having some radio issues. He then says he'll take a vector to the southeast for the ILS Approach. Once he is about 10 miles southwest of the field he reports the airport in sight. I clear him for the Visual Approach and call the tower to tell them of the change. I switched him to tower. I noticed him turning and figured he was either turning directly towards the field or deviating for weather since he was complaining about it before. He suddenly made a sharp left turn heading due north and descended to 1;000 feet. The low altitude alert goes off and I called the tower to issue it. They informed me he had lined up for the wrong airport. Tower handed him back off to me and I climbed him the 3;000 feet; re-vectored him for the ILS Approach and he landed safely. The pilot seemed rushed or impatient. I should have verified the azimuth and distance to the field even though he called the field in sight himself. The private airport should be displayed on the main map instead of a random roadway emergency map.




Synopsis: A TRACON Controller reported an aircraft descended for a Visual Approach to the wrong airport and received a Low Altitude Alert.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Flight plan: IFR
Mission: Passenger
Flight phase: Other all
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Other all
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Passenger X (seated in X1) boarded the aircraft with a small cup of coffee and a bag of cheez-itz. He took an excessive amount of time sipping the coffee and eating the snack; keeping his mask off for most of the flight. Whenever I passed through the cabin I would notice his mask off and when I approached him he would take a sip of coffee. He had his mask off this way from the safety demo to the initial descent. When we started our initial descent I walked through the cabin to collect trash and he appeared to be asleep with his eyes closed and his mask off. I woke him up and instructed him to wear his mask over his nose and mouth.  He seemed to be doing everything he could to circumvent wearing his mask properly the entire flight.




Synopsis: Flight Attendant reported a passenger circumvented having to wear a mask by eating and drinking throughout the entire flight.
Date: 201708
Local time of day: 1201-1800
Location: ALM.Airport, NM
Flight conditions: IMC
Weather elements / visibility: Windshear; Turbulence; Hail; Rain; Thunderstorm
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Weather; Procedure
Primary problem: Weather

Narrative: We departed ALM on the CRONA2.CNX departure. After being cleared to 17000; it became apparent that thunderstorms had moved over the departure route and that deviations would be necessary. We were told that deviations right of course were approved. Most of the weather was located to the right of us so we asked for deviations left and/or higher. We were informed that we were unable to deviate left due to military airspace and unable higher; due to military airspace. We entered a small area of what appeared on the radar to be moderate precipitation but was in fact an area of moderate to severe turbulence and precipitation. We repeatedly asked for higher; or deviations to the left due to weather. The Controller denied the requests; giving us only clearance to enter into weather that appeared more severe. We could see that the weather off to our left was clear.We were handed off to another Controller [who] upon asking; gave us a deviation to the left. We turned left to avoid a very large storm directly in front of us. Turning to the right would have put us into equally severe weather. Upon making the left turn; the Controller informed us to return to the previous frequency. On calling back to the previous frequency we were again told that there would be no left deviations and an 'immediate 040 degree heading' was ordered from the Controller. This would have put us directly back in conflict with weather that could have damaged the aircraft or caused injury or death to the occupants. The Controller was argumentative and insisted that we turn immediately back towards the storm. At this time; I took the radio and informed the Controller that we were going to turn to a heading and if I needed to declare an emergency; that I would. We asked for a number to call to have a discussion with a ZAB supervisor.




Synopsis: Corporate jet Captain reported using his Captain's authority to avoid thunderstorms during climb.
Date: 201204
Local time of day: 1201-1800
Location: CMH.Airport, OH
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Mission: Ferry / Re-Positioning
Flight phase: Descent
ATC / advisory: TRACON CMH
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On descent into CMH; autopilot trim warning illuminated on CAWS panel followed by the audible tone indication for a runaway autopilot trim. The pilot flying felt pressure on the control yoke indicating control pressure not being free from the control servo manipulated by the autopilot. He then disconnected the autopilot using CWS and the pitch trim trigger on the control yoke. The audible tone sounded when the autopilot disconnected. The autopilot annunciator light extinguished on the autopilot mode panel and the autopilot CAWS (caution) did not illuminate. The pilot flying did not feel the control pressure pitching the aircraft down relieve with the autopilot turned off. The pilot flying ordered and I executed the trim interrupt procedure in the QRH. Upon completion of the QRH procedure for pitch trim runaway; pitch trim was adjusted using primary stab trim. No additional system faults were experienced.




Synopsis: A PC-12 flight crew received a runaway autopilot stabilizer trim warning; followed the QRH procedure and completed the flight successfully.
Date: 201907
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Pre-flight; Aircraft In Service At Gate
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I loaded Hazmat and loaded 15 items. Went to close out and didn't let me close out the flight. The Load Planner said there was 14 bags and 1 quick pack. We treat quick packs as bags; so I thought I was okay. So the plane came back to the gate and I moved 1 bag from the front and put the bag in the rear of the plane. Then the pilot asked why he didn't receive an ACARS message about the Hazmat. My Supervisor called Load Planning and the freight planner and Zone Control and no one had an answer why Hazmat didn't send a message to the pilot. That's why the aircraft took a long delay.




Synopsis: Air carrier Ramp Lead reported aircraft ground return to correct Hazmat cargo for air shipment.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Other ALL
Operating under: Other ALL
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: Routine Inspection
Contributing factors: Staffing; Company Policy; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: There was a sudden loss of radar feeds to the facility. All the radar feeds except one were lost at the same time. We also lost our land lines to Center and Tower. One of the radar sectors had to immediately give their airspace to Center since they had no radar feeds. The other radar sector gave the airspace to Center after about 20 minutes. When I came into work the next day the situation was still not resolved. In the last few years this facility has constantly experienced radar failures. From what I gather it's a line issue. I've been told there is no longer a tech assigned to the radar site where we experience numerous failures a year.




Synopsis: A TRACON Controller reported radar went out of service unexpectedly and that it is a recurring outage.