elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 0601-1200
Location: ZDC.ARTCC, NY
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; General Physical Injury / Incapacitation
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We are just leveled off 32;000 feet. I noticed the aircraft start a small buffet and roll to the right. Shortly thereafter the aircraft rolled quickly to the left. I initiated the upset recovery technique to regain control of the aircraft. We lost our lateral navigation and deviated slightly off course. We also had a very minor altitude deviation of 40 feet. We asked ATC what type of aircraft was in front of us; their response was an A320. We quickly understood that we had encountered his wake turbulence. We were contacted by the flight attendants and we were told that two of them had fallen to the ground during the turbulence. One of the flight attendants said she twisted her ankle and it was minor. I asked if she was OK to continue and she replied yes and she did not need assistance at our destination. She continued her service and prior to the descent I asked again if she needed assistance in regards to her ankle. She responded no and was going to continue on with her trip. We landed and I ask the Flight Attendant one last time if she was OK and her response was yes.




Synopsis: B737NG Captain reported a Flight Attendant suffered a minor injury during a wake turbulence encounter at FL320 in trail of an A320.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Champion Citabria Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Departure Airport
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During a training flight towards a tailwheel endorsement; permission was received for three high speed taxi runs on the runway. On each taxi run in which the pilot under instruction was in control of the aircraft during the run; control of the aircraft was turned over to the instructor pilot prior to the end of the high speed taxi run on the runway. During the final high speed taxi run on the runway; the pilot under instruction became uncomfortable and turned control of the aircraft over to the instructor pilot. During the transition of control of the aircraft the aircraft lifted off of the runway and it was determined that there was not enough runway to safely return to the runway before running out of runway. Before contacting the Tower to advise of the situation; the Tower inquired why a liftoff occurred when permission was only granted for a high speed taxi. Tower was informed that since the aircraft inadvertently lifted off during the high speed taxi evolution; it was requested to return for a full stop landing with a return to the ramp. In reviewing the scenario for tailwheel training; it was realized that it would be preferable to conduct this training at a non-towered airport or when at a towered airport only when 'cleared for the option' has been received. This will avoid an operation that is not specific to a tower clearance for safety of flight reasons.




Synopsis: Champion Citabria flight Instructor reported inadvertent takeoff while practicing high speed taxi runs with student.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Crosswind; 10
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 103
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was flying from ZZZ1 to ZZZ just to run the plane. It was a very bumpy ride and turbulent approach on final at this uncontrolled airport. I landed a little too fast and was caught by a gust from my left side; the right wing lifted causing the plane to veer left off the runway and onto the grass where I got it slowed and re entered the runway without any damage or injury. Cause was landing before the plane had lost all lift. I was practicing a wheel landing where you flare just as the wheels touch the runway; however still flying speed which is fine in no wind conditions. Taught me a good lesson to always do stall landings in gusty windy conditions. I stopped and did a preflight before departing to make sure all was fine. I did four more touch and goes after that with no issues.




Synopsis: Stationar pilot reported loss of aircraft control and momentary excursion from the runway caused by a wind gust.
Date: 202104
Local time of day: 1801-2400
Location: HPN.Airport, NY
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D HPN
ATC / advisory: Tower HPN
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: During arrival into HPN; I noticed the PAPI seemed different. After a few moments I realized that the light indications were backwards. The PAPI for 16 is on the left hand side of the runway but the red lights began on the left (farthest two lights from the runway were red).  The FAA requirements per FAA AC150/5340-30G Chapter 7.4 (d) are that the 'light housing assemblies nearest the runway (inboard) must be seen as red and the two farthest from runway (outboard) must be seen as white.' The VGSI (visual glideslope indicator) was at a corresponding angle to the ILS glideslope which we were using as a backup; despite the red and white being 'flipped'.  I wasn't sure the reference and didn't want to address my concern without being certain and without a reference so I did not immediately notify operations. In addition to my hesitation that evening; the Tower closed just a few minutes after we parked at the gate. The next morning when I arrived to the aircraft; I asked for a contact number for the Tower and gave them a call. The Controller who answered seemed helpful and keen on ensuring that the issue would be resolved. Controller said they would send OPS out to check on the system. Address with HPN operations to resolve the PAPI indications.




Synopsis: Pilot reported the PAPI's at HPN Runway 16 being reversed.
Date: 202112
Local time of day: 0601-1200
Location: CMA.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Approach
Airspace: Class D CMA
ATC / advisory: Tower CMA
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: We were inbound for a landing at CMA; and were instructed by Tower to enter right traffic; Runway 26. As we approached the right downwind entry another airplane; Aircraft Y; attempted to enter right traffic ahead of us and cut us off while at the same altitude. They passed just to our left; and entered the downwind ahead of us. Tower made a traffic call as Aircraft Y passed; but never provided sequencing until after the traffic conflict had been resolved. I requested on frequency clarification about the sequence; and received no response from the Tower.




Synopsis: C172 flight instructor reported ATC failure to separate traffic in pattern resulted in an NMAC on downwind entry to CMA.
Date: 201808
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Rockwell North American Civil Twin Jet
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We departed for ZZZ with 2 crew and 1 passenger prior to the Tower opening and picked up our IFR clearance to ZZZ from [TRACON].Preflight checks were normal; conditions were VMC; Part 91 flight; owner on board.Flaps 0 were selected climbing out of 400 feet however the flaps did not retract. We continued climb to a safe altitude; communicated with ATC and began working on the problem.We were unable to retract the flaps; canceled our IFR flight plan; requested VFR flight following and diverted to ZZZ1 which is where our maintenance base for this aircraft is as well as having a longer runway to deal with a potential flap issue on landing.1 of the 4 circuit breakers associated with the flap controls was apparently not fully seated. It's possible that a headset cord could have caught it. This breaker is not in a particularly good location for a visual inspection; moving forward we will check these breakers more closely should the situation arise again.




Synopsis: corporate Captain reported being unable to retract the flaps after takeoff.
Date: 201907
Local time of day: 1201-1800
Location: PJY.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class E ZKC; Class G ZKC
ATC / advisory: CTAF PJY
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airport
Primary problem: Human Factors

Narrative: I was on a training flight at PJY with a CFII. We were practicing power off 180's. We had been informed of 3 crop dusters in the area; 1 of which had no radios. We had yielded to two crop dusters during the flight already. On this power off 180; I turned the airplane towards Runway 36 and set up to land. At about 50ft AGL; Instructor noticed the crop duster had blown through the hold short line and was continuing towards the runway. Instructor took controls as the airplane flared and landed and applied full braking. At about the flare; the crop duster noticed us and stopped. We came to a complete stop just short of the taxiway the crop duster was on. Once we confirmed that the crop duster was yielding; we took off again and departed to the south. Crop duster apologized on frequency and departed as well.




Synopsis: Pilot reported while landing; another aircraft crossed the hold short lines causing a ground conflict.
Date: 201203
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Second reporter function: Enroute
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working B737-800 Traversing Sector 05. I inadvertently started the hand off to the wrong sector and the aircraft entered another sector without a hand off. I was watching several traffic situations at the time; and was in the middle of a relief briefing. Disallow the ability to hand off an aircraft to a sector if the route line does not penetrate that sector.


Second narrative: I was taking over the R-Side position. We started and completed a position relief briefing. During the briefing a B737-800 was across the boundary of one sector and flashing at another. This is a common flash through point for departures. As I sat down to take over the sector; both the Controller I was relieving and myself noticed that we still had track control. I took the hand off back; began a hand off to the correct sector and called with a verbal hand off. I think that ERAM will have a feature where a data block will pop up on the screen of a sector through which the trajectory or route or a combination of both will travel. Kind of like an automated hand off within 2 minutes of the boundary but it should occur even if the aircraft is flashing at the wrong sector. That would ensure that if there were traffic within the next sector the Controller may have a better chance to notice it than if there were only a limited data block on their screen.


Synopsis: ZDV Controller described a wrong sector hand off event when inadvertently initiating a hand off to an incorrect sector; the reporter suggesting automation help to prevent future occurrences.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport
Flight plan: IFR
Flight phase: Climb; Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Departing ZZZ [Airport] on the ZZZZZX Departure; the PNF Briefed all the altitudes on the departure were at or above.  I briefed the departure and ended up saying the same thing about the altitudes.  ZZZZZ1 [Intersection] requires a crossing altitude of 2;000 at about 4 miles of the end of the runway.  With all the times I have been into ZZZ in my past; I knew this departure.  I remember thinking after COVID they finally changed the departure restrictions.  Should have re-checked the 2;000 altitude as I knew better.




Synopsis: Captain reported an altitude deviation during departure.
Date: 201512
Local time of day: 1801-2400
Location: DCA.Airport, DC
Flight conditions: IMC
Weather elements / visibility: Cloudy
Light: Night
Aircraft: Medium 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 DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: We departed already delayed. The weather in DCA was reporting 1000ft or better with the LDA-Z 19 as the approach. While on the approach; with Potomac Approach; they reported the weather was right at mins for the approach. We continued the approach; and found that LDA did not have glideslope; so we were managing altitude changes to meet the various step-downs. The DDA was 720ft on the approach for 19; and arriving at that altitude we had ground contact but not runway contact. We executed a missed; informed tower; and [were] given a heading and altitude assignment; which we complied.The CA asked the tower if there was any talk of switching up the runways so an ILS can be conducted; and they said not at this time. Noting winds were 190 at 9kts. We attempted a second approach. This time we were aware the LDA did not have glideslope so I as the PM was in pink needles to get vertical guidance. I also pulled up the VNAV data page; and verbalized how the PF was doing on the glide path; giving suggestions to correct for high or low. We had discussed that this would be the last attempt; and that BWI would be a better alternate if we don't get in. Again we were approaching minimums; and also heard other aircraft as well as the flight in front of us that went missed; and they diverted. We got to mins and again went missed and tower gave us a heading and altitude.We again asked if they will be switching up the runway to land north; for an ILS. ATC said he had just talked to management or something; and they were not doing that. We told them we would like to change our alternate to BWI and got vectors in that direction. In the mean time we coordinated with the dispatcher to have our alternate changed to BWI; and they made the changes and coordinated with BWI operations. We landed there with no incident; got our fuel and release and went to DCA shortly after; as the weather had improved and flights were getting in.




Synopsis: Flight crew executed two LDA approaches into DCA resulting in missed approaches. Flight diverted to nearby alternate.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Troubleshooting; Time Pressure; Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Company Policy; Manuals; Procedure
Primary problem: Procedure

Narrative: Aircraft X was in for maintenance and it had two MELs that were not scheduled to be worked on due to part shortages. They were both related to one problem with the APU cross flow auto function. When the aircraft was taxing out for departure the next morning; the left engine standby fuel pump failed and the aircraft returned to the gate. This could not be MELed because of APU pump MEL. We brought plane back to hanger and no parts were in stock to fix current write up so decisions were made to rob parts from Aircraft Y. We decided to go for clearing APU related cross flow MEL and MEL the left standby fuel boost pump. I had printed the procedures and also started the paperwork process for the rob transaction. During this time; we missed noticing the pressure switch needing to be transferred and staying with the aircraft. The pump was inspected and a new tag was issued to install on the aircraft. I never looked at the pump and assumed the pressure switch was installed on the pump canister rather than the cartridge.The replacement pump/cartridge was installed and I took over for the operations and leak checks and looked over the installation not noticing the pressure switch issue where it had been transferred with the pumps. The log book entries were all documented by myself and the aircraft was returned to service. After I was at home; a day shift mechanic called saying that when he was draining the residual fuel from the part that was removed he noticed the pressure switch was still installed on removed part. After investigating he noticed the switches should have been swapped over to stay with the aircraft. He had contacted Maintenance Control and the proper documentation was completed to return the aircraft back to service. We as a company are constantly dealing with robbing parts from aircraft due to parts shortages and having to deal with this during hectic line operations. When we do have the parts they are not divided between bases equally causing many parts shortages.




Synopsis: Lead Technician reported that during a part swap; the proper procedure was not followed resulting in the incorrect installation of a pressure switch.