elihoole/asrs-aviation-reports huggingface dataset:
Date: 201709
Local time of day: 1201-1800
Location: N47.Airport, PA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF N47
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: At approximately 8 miles from N47 flight following was terminated and I switched from 125.15 to 122.8 which is the CTAF for N47. At that time I began to announce my position and intentions for N47 on 122.8. I continued to self-report 5 additional times up to and including my final approach to runway 26. Audible on 122.8 were other aircraft at fields other than N47. No other aircraft from N47; or en route to N47; were heard on the CTAF at any time during this incident. On final to runway 26 I was headed into the sun and had some minor sun glare issues. Upon touchdown and beginning roll out; and while still on the active runway; another aircraft taking off downwind passed over top of me by an estimated 150 feet horizontal and 35 feet vertical separation. I could not see this aircraft approaching as it blended into the background and the sun glare. Witnesses on the ground (including two CFI's) report the offending aircraft taxied out to runway 8; turned onto the runway without stopping/looking and immediately proceeded to take off downwind. The identity of the offending aircraft and/or pilot could not be established. There were no injuries or damage as a result of this incident.




Synopsis: GA pilot reported observing another aircraft takeoff opposite direction during rollout at non towered airport.
Date: 201506
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Situational Awareness; Time Pressure
Second reporter function: Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Assigned WOTRO FL290; mistook it for WINER at FL290.


Second narrative: We received a descent clearance to cross WOTRO intersection on the arrival at FL290. On the LEGS page; WINER intersection (the intersection after WOTRO) was charted to be crossed at FL290.I mistakenly thought that ATC wanted us to cross WINER at 290; and descended accordingly. ATC asked us during the descent if we would make the crossing at WOTRO; we were a couple thousand feet high at this point and realized the error.  The Controller advised us to just give him our best rate down; which we did.I think we crossed WOTRO approximately 1000 FT high. The Controller handed us off to ABQ and our flight proceeded uneventfully.


Synopsis: Crossing altitude restriction charted at later intersection was assigned to earlier intersection; which flight crew mistook and descended late.
Date: 201504
Local time of day: 1801-2400
Location: BWI.Airport, MD
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Eclipse 500
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On the RIPKN1 arrival to BWI I had two wake turbulence encounters while following a B-737.  The first occurred at 9000 feet msl between CAPKO and RAVNN; and the second occurred at 4000 feet msl between RAVNN and RIPKN.  I noted to the controller the first wake turbulence encounter that caused the aircraft to roll approximately 30 degrees to the right with significant turbulence. Shortly after that encounter I was switched over from Center to Potomac TRACON.  The second wake turbulence occurrence was much less severe; but resulted in a delayed turn initiation to a heading of 310 degrees for vectors to runway 15L.  I made a radio call to the controller noting I would be slowing due to wake turbulence of the aircraft ahead on the arrival.  The TRACON controller then instructed me to turn to the heading of 310 for the arrival.  Several minutes later; the TRACON controller contacted me explaining the danger of the late turn and I agreed with his input and continued on.  I did not make any response and I do not believe the final controller realized the extent of the wake turbulence encounter.  Essentially my distraction by the wake turbulence encounter led to diminished situational awareness during the final stages of the arrival to BWI.  I was thankful for the TRACON controller's diligence but it was my responsibility to maintain better awareness during that stage of flight.




Synopsis: Eclipse 500 pilot reported deviating from assigned heading on arrival into BWI when he experienced wake turbulence in trail of a B737.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: SA-227 AC Metro III
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Temperature Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing through 16000 we noticed that the left engine oil temperature gauge was rising to red line. The temperature stopped rising and went back down into the green arc; but continued to bounce between the green and yellow arc. We had leveled off at FL190 and the temperature continued with the same indications. The temperature eventually spiked past red line until the gauge was pegged out. At that point we decided to perform a precautionary shutdown of the left engine and return to [base].




Synopsis: SA-227 Captain reported that after the left engine oil temperature indication became erratic during climb the crew performed a precautionary shutdown and returned to base.
Date: 201904
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Human-Machine Interface
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Company Policy; Human Factors; Procedure; Chart Or Publication; Airspace Structure
Primary problem: Human Factors

Narrative: On approach into ZZZ; the FO (First Officer) was hand flying the RNAV approach at night in VMC. He got low on the profile coming through the 'Cut;' we got an amber 'too low terrain' alert. I told him to level off. After the cut we continued and landed. We discussed the incident after engine shutdown.I should have said something sooner before the warning. I saw him start trending below the vertical path but thought he would correct it. The FO got hired [recently]; and had only been into ZZZ on IOE (Initial Operating Experience) during the day. I was at the end of a 12 + 15 duty day. He got on the trip after I had flown a turn so this was his first pilot flying leg that I had observed. I had never flown with him before.




Synopsis: Air Carrier Captain reported the First Officer descended below the approach profile and they received a terrain alert.
Date: 201212
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff Captain raised landing gear and nose gear failed to retract resulting in an ECAM. Captain accomplished ECAM which resulted in normal gear indication but ECAM read 'Landing gear gravity extend.' All indications other than left over ECAM were normal with gear up. Captain contacted Dispatch; Maintenance Control; and the Duty Manager to discuss further action. All three parties as well as the crew felt that the aircraft was 100% and ok to continue. Flight was normal and uneventful. Dispatch declared an emergency upon our arrival on our behalf. Gear was extended normally and a normal landing and taxi to gate was accomplished.




Synopsis: A320 First Officer reports nose landing gear failure to retract after takeoff. After ECAM actions nose gear is retracted with ECAM reading 'Landing gear gravity extend'. Landing gear extends normally during approach at destination.
Date: 201510
Local time of day: 1201-1800
Location: PRC.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: 99
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D PRC
ATC / advisory: Tower PRC
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Before departure the aircraft in front of me asked tower or ground to activate their VFR flight plan and tower responded for them to contact PHXA (Phoenix Approach) which seemed a little confusing to me as they should be given a Prescott Radio frequency.I requested a VFR departure direct DRK (Drake VORTAC) then NW. It was busy prime time for training and two runways were in use with one controller on 125.3MHZ. While on upwind from Rwy3R I was instructed to fly runway heading then that was amended to turn left above and in front of and above a departing C172 on upwind of RWY3L to a heading of more than 300 or 330. After turning left Direct DRK and while climbing I was alarmed by the converging traffic on my ADSB display and I felt a bump that is consistent with small bump of wake turbulence from another aircraft. I begin wagging my wings looking for the traffic but I did not see anything and continued in the general direction towards DRK. Then I heard an aircraft report that he had taken evasive action to avoid traffic that I assumed was me. I attempted to report my location on the frequency. This was very scary as I did not visually see any traffic. Tower said that he thought I was going over to PHXA and I replied negative I was VFR.I never did see another aircraft but it was scary seeing what was displayed on the ADSB and watching everything converge to DRK; feeling the wake and hearing another pilot had to take evasive action. I think there was a lot of traffic converging to DRK for the VOR12 approach into PRC and next time I will just depart the area without going to DRK as there is a lot of converging traffic and multiple agencies (approach and tower/PRC and PHXA). Since PRC tower assumed I was going over to PHXA maybe something was assumed and that I was being watched on radar and or separated from other traffic. Since perhaps I asked to depart the area by going to Drake Vortac (DRK) it might have been assumed that I was going over to PHXA and this might have added to the general confusion of my intentions.




Synopsis: PA28 pilot reported an NMAC with another light aircraft in the vicinity of PRC airport.
Date: 201401
Local time of day: 1201-1800
Location: MIA.Airport, FL
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E MIA
ATC / advisory: TRACON MIA
Second aircraft: B747-400
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; 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; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: [We were] on the FLIPR TWO Arrival at 10;000 FT over Virginia Key (VKZ); following 747-400 approximately 1;000 FT above our altitude. Aircraft encountered wake turbulence. [We] could not maintain altitude; pitch or roll [and] abruptly lost approximately 300 FT; rolled left and right; pitched nose down. [We] turned off course [and] recovered control of aircraft. Informed ATC; passengers; and flight crew reported no injuries. Landed and received ACARS message for Severe Turbulence Logged incident in logbook. ATC caused this by too close spacing. Also; no wind at altitude was a major contribution. Amazing that 24 hours later; same flight; same place; ATC tried to put the flight too close to 777 heavy; different winds. ATC needs more spacing.


Second narrative: We were at level flight at 10;000 FT; clean configuration; 250 KTS; inside of FLIPR on the FLIPR 2 arrival. I noticed an aircraft 8 miles ahead of us about 11;000 FT descending. I asked ATC the aircraft type and they responded it was a 747. I noticed there were calm winds so I began a speed reduction to 220 KTS to provide for more spacing. We continued and a few moments later we ran into the 747 wake turbulence. The aircraft rolled sharp right pitched down and began to lose altitude. I corrected as trained we lost about 400 FT; and were off course about 30 degrees about a 340 degree heading. We contacted ATC got a lower altitude to 8;000 FT and than a turn to 280 degrees heading off course. To my knowledge no one was hurt. The seat belt sign was on and all flight attendants were in their seats.I wish ATC would let you know when you are behind a Heavy and not only when there is minimum separation of 5 miles. This way the pilot could better look at all the factors such as wind at altitude; the heavies relationship to your aircraft to name a few. I feel 10 miles should be a minimum for separation behind a Heavy.


Synopsis: B737-800 flight crew reported wake vortex encounter in trail of a B747-400 on arrival to MIA that resulted in loss of pitch and roll control and 300 FT altitude excursion.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 3-5 minutes after takeoff I noticed an odd smell; something like plastic permeate the cockpit. I looked back and at first I didn't see anything; but a few moments later I looked back and saw what looked like a mist building in the cabin. At this point I decided to return. I asked the First Officer to tell ATC we needed to return. He did this and then he also told them that we had smoke in the cabin. I then turned around and told the passengers that we were returning. They agreed we should; and also said it smelled like plastic. I'm not sure at what point but I asked the First Officer to declare an emergency as well; and he requested the fire trucks with ATC. At this point I had the First Officer look in the back of the QRH at the non-EICAS message producing checklist; which directed him to the smoke/fume removal checklist. We then executed this checklist; which included dumping the cabin which we did. Around this time I called the Duty Manager (after trying to connect to Maintenance); told him of the situation and also told him that we needed to dump fuel since we were over max landing weight. After we hung up I told ATC of our intentions to dump fuel; and they said that was fine. We executed the fuel dump checklist at about 3;000 FT over the water. We ended up landing at about 29;970 LBS. (Max landing is 30;000 LBS). We landed uneventfully; taxied in (followed by the fire trucks) and off loaded the passengers. They seemed fine; were happy with returning.




Synopsis: G200 Captain experiences smoke with a burnt plastic smell shortly after takeoff. After declaring an emergency they return to the departure airport. Fuel is dumped so as to land below maximum landing weight.
Date: 201402
Local time of day: 1201-1800
Location: RDU.Airport, NC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E RDU
ATC / advisory: TRACON RDU
Aircraft component: Navigation Database
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were filed to RDU on the South Boston Four Arrival via ROA. The last ATC Controller prior to Approach Control cleared us direct to ALDAN (a fix on our filed route and the STAR). We understood the clearance to be 'direct ALDAN; comply with the arrival and arrival speeds.' When we were handed off Approach Control asked if we were flying the ALDAN ONE Arrival?  We answered 'no; we're on the South Boston Four' and he replied. 'OK; that explains it.' We never understood the Controller to say expect the ALDAN ONE or plan to fly the ALDAN ONE Arrival (a different arrival than originally filed). Both arrivals have the same early fixes at ROA; ALDAN at 12;000 FT and BILLA. After BILLA the Approach Controller gave us heading and altitude vector which we were expecting while flying the South Boston arrival. The vector was given to comply more with the ALDAN ONE arrival the Controller thought we were flying. We never changed the arrival information in our FMS (flight plan) and complied with all crossings and speed restrictions on the SOUTH BOSTON FOUR arrival landing northeast on Runway 5L at RDU. There needs to be better clarification between ATC and pilots as to which arrival to fly into RDU being that both arrivals have the same fixes starting at ROA on the two arrivals in question.




Synopsis: Confusion reigned when ATC cleared an E-170 flight crew direct to ALDAN; a fix on both their filed South Boston STAR into RDU and the 'ALDAN' STAR--which includes several common fixes. At no time were they cleared 'via' either STAR. The flight was eventually vectored for an approach and the confusion never satisfactorily resolved.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Attendant
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Procedure

Narrative: Flying on A321S when [Flight Attendant] #3 showed me that her exit at 2L is partially blocked by a row of seats. There is no protective position if an evacuation happens. You cannot grab assist handle to get into protective position. We approached the Captain who was a bit shocked to see this. Then the Captain asked a maintenance person who stated that the blocking of the exit should not be. Also stated that he had never seen this before today. The row adjacent to exit needs to be removed for safety reasons. Please review this aircraft for our safety.




Synopsis: Flight Attendant reported concerns over an A321 interior modification that now has seats blocking the L2 door and could cause egress problems during evacuation.