elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We met up in the morning and we came to the airport. We flew for about an hour; [as] he controlled the plane the [entire] time and everything was looking fine. After that; we did realize [that] the flight time was too long - more than an hour - so he took the plane back to the airport and did a request for touch and go's. I was just looking at him; he was looking so stressed out and could not land as he wanted so he did another landing which was looking normal. Then; [at] about the numbers of the runway; he just screamed and I was trying to realize what was going on. But he lost the control of the airplane; the plane was over the runway after the impact. When the plane stopped; he asked me for to get the insurance papers and my personal papers. So I got out of the plane to the parking lot in middle of the shock because I was panicking. Then I realized all my personal stuff was in the trunk of my car; and desperately took an Uber to go and get them. When I was all [the] way to the north on my Uber car; I realized my car keys were in [the pilot's] car since we drove to the airport together in his car. When I was coming to see the car the security from the airport called me asking me to come back as soon as possible. Then I came back to [the] airport with no success [in] getting my papers. I never took those with me since I wasn't planning [to] fly [nor] take any responsibility of the plane. I just went under [the pilot's] frustrated invitation to see him from the passenger seat as a normal passenger.




Synopsis: PA-28 Pilot not Flying reported Pilot Flying lost control on landing.
Date: 201708
Local time of day: 1201-1800
Location: ILM.Airport, NC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ILM
ATC / advisory: Tower ILM
Second aircraft: Globemaster (C-17)
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: On final approach; cleared for a visual to Runway 06 via radar vectors; Number 1 to land. While tracking the RNAV 6 WAAS approach; a C17 was cleared for a low approach down to 1600 ft from my right tracking runway 35. Winds were out of the southeast at 11 knots; from 090-120 at my altitude; aka my 3-4 o'clock; which was where the C17 was now located. I was cleared to land prior to the C17 being approved for the low approach and descent to 1600 feet. I had been sequenced downwind; more than 10 miles from the field. Due to light chop in the descent encountered at 5000 ft and below; I slowed to 90 knots IAS on final. The C17 from the right looked as though it would overtake the intersection of 06/35 prior to my arrival. Thus; their wake descending behind them from 1600 feet to the ground; and blowing towards me at angle from their machine to the ground. I broke right and ascended into the wind towards the beach. The most dangerous flight condition I have ever encountered. Surely a student pilot may have followed this clearance and crashed.




Synopsis: DA40 pilot reported executing an evasive maneuver to avoid wake turbulence from a C17 landing on an adjacent runway.
Date: 202003
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Confusion; Communication Breakdown; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Aircraft In Service At Gate
Result: Air Traffic Control Provided Assistance; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors; Airport; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: At turn over Aircraft X had ZZZZ listed as their southern ETOPS alternate. Was advised that flight was released with ZZZ and ZZZZ as their ETOPS alternate and ZZZZ has a NOTAM that states ZZZZ is not available as an alternate.[Dispatcher] called and spoke with the tower and was not given a clear answer if we can use ZZZZ as an emergency airport. After taking over the flight told crew not to depart until I was able to correct ETOPS alternate. Was able to send all weather and numbers to crew and changed ETOPS alternate to ZZZ. Flight departed 10 mins late.During planning of flight; ZZZZ NOTAM said it was not to be used as an alternate due to covid-19. Since an ETOPS alternate is an emergency situation I felt it was appropriate to use. the other airport ZZZZ1 had it runway closed during the ETOPS window. And the other airport ZZZ1 I felt had erratic weather observations; so I felt ZZZZ was the best choice. I called the tower to discuss using them as an airport in case of an inflight emergency. The tower controller passed me on to the manager. When I talked to him I got a vague response that an IFE would be ok to use ZZZZ as an alternate. After the fact other Ground Operations Control personnel had phone conversations with ZZZZ; whereas ZZZZ could not be used as an ETOPS alternate. After shift turn over Dispatcher had to change the ETOPS alternate.




Synopsis: Dispatcher reported prior to flight departure; a required alternate airport was NOTAMed unavailable due to COVID-19.
Date: 201901
Location: ZZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Troubleshooting
Anomaly: Inflight Event / Encounter Fuel Issue
Detector: Person Dispatch; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Procedure; Weather
Primary problem: Procedure

Narrative: I inherited the flight with approximately 2 hours flight time remaining. The dispatcher I relieved advised that the flight was overburning fuel by approximately 3000-4000 lbs. At the time of re-dispatch; they were legal to continue with original alternate of ZZZZ1; but they had very little extra fuel to work with. About 45 minutes prior to landing; the flight was advised by ATC of potential holding for ZZZZ; and the crew discussed diverting. I advised to go ahead and divert to ZZZZ2 at the point they were told to hold; due to their present location NE of the field and that ZZZZ2 has customs and favorable ground handling. The flight then elected to divert to ZZZZ2. While I was in the middle of notifying managers of the situation and preparing a diversion flight plan; the crew discovered they did not have sufficient fuel to reach ZZZZ2 and instead declared ZZZZ as their destination and declared a PAN PAN PAN with ATC. The flight was cleared in and landed with about 8600 lbs of fuel (approximately 50 minutes).




Synopsis: Air carrier Dispatcher reported an aircraft was over burning fuel and required priority handling on arrival.
Date: 201701
Local time of day: 1201-1800
Location: OMN.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 7
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E JAX
ATC / advisory: TRACON JAX
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Confusion; Distraction; Training / Qualification; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace
Contributing factors: Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: I had been scheduled for a solo-cross country flight and to return back to OMN. On the way back after I departed from my destination I got lost on the way back to OMN and I didn't figure it out until I reached a city where I couldn't figure out where I was so I called the Jacksonville Approach and requested to confirm my location because I am lost. All I heard was squawk a number and I did as requested flew near the ocean to try to figure out where I was on a low altitude 1000 feet. Then I decided to call the emergency frequency but ended up calling the wrong frequency. I dialed in 120.5 and requested help because I didn't recognize where I was and they kindly helped to set me up back on my route and they gave me a number to let my instructor call them when I reach OMN and land safely. On my way back I figured that I had low fuel and informed the Approach and he asked me to either land on FIN or continue to OMN so I choose to continue. I could see Tamoka Basin from my location.Mistakes I made during the flight are the following; I flew on a wrong heading which ended me up in the wrong place. I didn't figure out that I was lost earlier. I didn't have flight following on my way back. I did not follow the lost procedure correctly. I made a very poor decision to continue flying while I am low on fuel. I ended up entering some restricted or military areas without even recognizing it.




Synopsis: C152 student pilot became lost; penetrated restricted airspace; and did not follow proper procedures in his attempt to reorient himself.
Date: 201308
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Received a five-second burst of heavy; moderate turbulence. Contacted ATC and was told we had crossed the path of an Airbus 380 20 miles [ahead.] We had winds of 297 at 46 knots. No damage or injuries just the strongest jolt of wake I personally have ever received.


Second narrative: Cruising at FL390; the ride had been perfectly smooth the entire flight; no weather in the area; basically clear skies and great visibility; seatbelt sign was off (auto). Out of nowhere; the aircraft began to roll left wing down and then snapped right wing down and what felt like 'heavy' moderate turbulence lasting about three to four seconds. The autopilot and all FMA modes remained engaged. I would NOT say the aircraft was out of control per the definition of severe turbulence. The Captain checked with the flight attendants to ensure everyone was okay and made a PA explaining to the passengers that everything was okay. Meanwhile; noticing that we had a left-quartering tailwind (247/46); I asked ATC if we were following another aircraft (nothing seen on our TCAS.) ATC replied we were not. I reported our encounter with clear air turbulence and he looked further into the matter. After his investigation; we were informed that indeed an Airbus A380 had crossed over ahead of us at FL400 prior to our encounter. I informed him that in this situation; with a quartering tailwind; it's most likely we would encounter the wake of a larger aircraft. ATC took down the information of the encounter and advised us he would document the event and look into changing their vertical separation and be more aware of a tailwind condition for the smaller following traffic. Immediately after the wake turbulence; we resumed a smooth ride for the duration of cruise flight. No injuries or aircraft damage occurred during this event.


Synopsis: B737-700 flight crew reported wake vortex encounter at FL390 when an Airbus A380 crossed their path at FL400. The wake encounter resulted in a sharp roll to the left and then right.
Date: 202108
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician; Trainee
Reporter qualification: Maintenance Repairman
Human factors: Time Pressure; Workload; Physiological - Other; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: I was informed by my Chief Steward that I signed for bolt and bushing that was not installed. This happened if I recall in [Date] last year when everybody is worried of being furloughed and shifting around because of pandemic. This is also the stage where we are fixing a lot of paperwork to better organize the system. Job cards are not intact and constantly being put to revision to better understand by the mechanic. I know for a fact that sometimes a lot of mechanics are hesitant to sign because they don't understand the card or what component they wanted to put in. And there are some scenarios that the Engine was already built but paperwork are not being signed. I did install the component because I signed for it. At the time a lot of mechanics in this area were new like me. I was working alone and I did not have a qualified technician with me to double check my work.




Synopsis: Technician reported being advised of signing off for work that was not completed. Technician cited COVID-19 pandemic related worry and distraction as contributing factors.
Date: 202001
Local time of day: 1201-1800
Location: I90.TRACON, TX
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B HOU
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: During climbout with Houston departure we were given a phone number to call for 'possible pilot deviation.' After landing; Captain spoke with a Controller from Houston Center that informed him that we initially checked in at 2;200 feet climbing to 16;000 feet (the final altitude on the SID) when the initial altitude for the departure was supposed to be 5;000 feet. At that point we re-examined the chart and failed to find the 5;000 feet initial climb limitation; after being put on hold we then informed that the information was contained in the PDC strip. We then located the PDC printout and confirmed that we were cleared on the departure and it said the 'maintain 5;000 feet.' The altitude restriction was not crossed because we received a clearance to climb to 16;000 feet upon checking in at 2;200 feet. ATC also informed us that this is a somewhat common occurrence on this departure.Unfamiliarity with the airport and departure (first time at HOU) caused more time to be spent analyzing the taxi chart and SID chart to ensure compliance with taxi instructions as well as the listed initial climb inset and top altitude. The Tower Controller gave us a heading of 350 on the takeoff clearance but did not mention an altitude.Since according to ATC this is a somewhat common occurrence an additional mention by Tower of any climb restriction or heading not listed on the SID would help air crews ensure compliance during the climbout. If the 5;000 foot crossing restriction is used the majority of the time; it can be listed in the chart as well.




Synopsis: Air Carrier First Officer reported a commonly missed altitude restriction on the PDC that is not published on the SID out of HOU; per ATC; resulted in confusion.
Date: 201603
Local time of day: 0001-0600
Location: ABQ.Airport, NM
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class E ABQ
ATC / advisory: TRACON ABQ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Descending into ABQ from the east at 10;000 feet I called the airport in sight and asked for and accepted the visual approach to rwy 3. I was monitoring the terrain via radar and altimeter and continued my descent gradually noting a clear path ahead after crossing what I believed to be the last ridge line. I intentionally delayed commencing my descent to final approach fix alt (7400 ft) until crossing the ridge line area approximately 10 mi east of the field. I had intentionally slowed to approximately 225 kts to limit high speed descent/closure rates over the area terrain. As I extended the speed brakes and began to descend passing approx. 8500 ft the EGPWS went off. Caution terrain immediately followed by pull-up. I commenced the CFIT maneuver and as the power and nose came up the warnings ceased. After ensuring we were clear of terrain I resumed normal flight to the visual approach rwy 3 and landed uneventfully. In reviewing this event in my mind I recalled extending the speed brakes earlier in the descent to slow to 225 kts in the attempt to avoid and prevent the high descent rates once in terrain. During the recovery and as my FO backed me up on procedures I realized that the speed brakes were extended. I do not recall if the speed brakes had remained extended from the initial descent or from the final descent to the field. In any case the speed brakes extended probably exacerbated the situation. This event is haunting to say the least.


Second narrative: On our descent into ABQ; out of 8500 ft; we had an EPGWS alert. The captain was flying; he executed the recovery and we concluded that it was from a high descent rate. We then continued with the visual approach and landed uneventfully. As for the fatigue issue; I had a hard time sleeping before the flight.


Synopsis: Air carrier flight crew received an EGPWS while descending into ABQ from the east on a visual approach to Runway 3.
Date: 201512
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Human-Machine Interface
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: At FL360; in ZZZZ airspace and established CPDLC/ADS. Requested and received Weather (WX) deviation due to Intertropical Convergence Zone buildups along our route of flight. Pilot flying selected HDG mode on FCU to deviate around moderate CBs; we requested and received clearance to climb to FL380. The Pilot flying selected 38000 in the FCU window; verbalized '380 blue' and pushed ALT knob for managed climb. The crew failed to realize that airplane did not initiate a climb; as they were busy with lateral navigation and approaching the lateral limits of their WX deviation clearance.After a while we received a 'SELCAL' from ZZZZ who asked us to confirm our altitude. At that point we realized that we were still at FL360. We received a new clearance to climb to FL380 and reported level FL380Both crew members failed to verify on FMA that the airplane was in CLIMB or OPEN CLB. Better SOP compliance with callouts (verbalizing FMA) would have possibly caught the oversight of not selecting OPEN CLB given that we were in HDG mode. Contributing factor was the WX deviation and possibly the fact that as we approached the limits of our lateral clearance; we had to request additional WX related clearances; creating a somewhat confused few minutes.


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


Synopsis: A Widebody Transport flight crew reported a failure to climb to an ATC cleared altitude. This deviation was attributed to a high workload due to a weather deviation and auto flight mismanagement.