elihoole/asrs-aviation-reports huggingface dataset:
Date: 201501
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 9
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Parked
Second aircraft: Pitts Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness; Time Pressure; Human-Machine Interface; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Evacuated
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Near taxi accident. We taxied our C150 to the hangar and stopped; CFI and me. We noticed a Pitts Special about 300 feet north; in front his hangar with his engine running. As I shut down the C150 engine the Pitts began to taxi toward us. There were no 'S' turns as he proceeded toward our aircraft. That is when we decided that he was going to hit us. We could not see the pilots face at all. The CFI exited the C150 and ran toward the left side of the Pitts yelling and waving his arms. I completed the shutdown but didn't have enough time to exit the aircraft and thought it may be safer to stay on board. The Pitts was traveling slightly offset to the left of the centerlines and head on.  After exiting the C150; the CFI noticed the Pitts' pilots head was down while taxiing. However; when the sound got his attention the Pitts pilot stopped the airplane 10 feet from the Cessna (engine to engine). The Pitts pilot stated that he had had trouble with his airplane and was trouble shooting the problem. Corrective action: Clear the area and 'S' turn while taxiing a tail wheel. There; in this case; would have been an accident had I been alone. The CFI's quick thinking saved the day...




Synopsis: As the pilots aboard a C150 were deplaning near the aircraft's hangar a Pitts began taxiing toward them making no attempt to avoid the Cessna. The instructor pilot of the C150 was finally able to get the Pitt's pilot's attention and the biplane stopped 10 feet short of engine to engine contact.
Date: 201505
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Caravan Undifferentiated
Operator: Air Taxi
Operating under: Part 135
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: After landing at about XA:00 the aircraft was immediately unloaded. Freight was standing by for the return flight which was then loaded. A total of 1300lbs. was loaded at about XA:10 including 67kgs of dry ice. The aircraft was then locked up for about an hour until the rest of the day's freight was available. At about XB:15 additional freight of about 400lbs was loaded quickly for departure at XB:30. Again the plane was locked while I went inside to sign and receive paperwork for the flight. I boarded the aircraft and blocked out and ground control advised of an approximately 10 minute delay for takeoff.About two minutes into the delay I noticed that I was breathing more deeply than normal and thought for a moment that I had eaten too much for lunch but in fact I had eaten a rather light lunch about 30 minutes prior to departure. It then came to mind that the plane had been closed up for an hour or so with significant dry ice on board and that the oxygen level might have been affected. I immediately opened the vents and side window. About 4 more minutes into the departure delay my breathing had returned to normal I felt comfortable departing just before departure clearance was received. The next day a similar loading scenario occurred. I decided to use oxygen during taxi-out with vents open and felt no effects like the previous day. It may be of interest to note that this incident occurred on a breezy day making it difficult to keep the cabin door open for ventilation and also that the dry ice was loaded floor to ceiling in zones one and two effectively blocking off the cockpit from the ventilation of the cargo door during the final loading.Also of interest may be that I have many times flown with the maximum allowed 76kgs of dry ice on board with no negative effects however I had not ever left the aircraft locked up for an extended period of time prior to departure. Be aware of the need for ventilation of the cabin; especially the flight deck area when dry ice is loaded and especially if left closed up for a period of time before departure. If this is not possible be sure to have oxygen available!




Synopsis: C208 pilot describes the effects of exposure to a carbon dioxide rich environment when his aircraft is loaded and left closed up for over an hour with 67kgs of dry ice on board. The vents and side window are opened and the symptoms disappear.
Date: 202103
Local time of day: 0601-1200
Location: JYO.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class E ZDC
ATC / advisory: Tower JYO
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: I missed a small silver quad copter UAS by approximately 100 feet.  My altitude at this point was about 2;000 AGL.  I reported the near-miss to Leesburg Tower; they collected the same information presented in this report. As I understand it; UAS may not be operated above 400 AGL without a waiver; therefore the person operating that UAS was likely doing so illegally.  The area where this occurred is just outside the Leesburg Maneuvering Area of the DC SFRA and therefore is quite busy with traffic going to and from JYO. I strongly support any efforts to compel all UAS operators to equip with ADS-B Out so that other aircraft can have situational awareness.




Synopsis: General aviation pilot was on climb out when a UAV came within 100 feet of their aircraft.
Date: 201808
Local time of day: 1201-1800
Location: BHM.Airport, AL
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BHM
ATC / advisory: TRACON BHM
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: Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared for the visual to runway 24. First Officer (FO) Pilot Flying (PF) during descent set altitude in altitude select to 2;000 feet instead of 2;200 which was what was listed for the FAF. I had him set 2;200 feet in the window however; he did not notice that the aircraft did not capture the altitude & began to go below the altitude at which time the audible 'terrain' alert sounded at which time I immediately assumed control of the aircraft and powered/pitched up in VMC conditions to the 2;200 foot altitude at the FAF. I maintained control of the aircraft all the way until landing safely. No further issues occurred. I observed the event beginning to occur and took controls immediately. Pilot flying got behind the aircraft altitude and configuration during his scan. As a result; he did not notice the aircraft descending which triggered the alert; thereby causing me to take control of the aircraft from him to reestablish safe parameters. Proper altitude regained on approach in VMC conditions. I continued to fully configure the aircraft for landing and proceeded to land the aircraft safely and without further incident.




Synopsis: CRJ-700 Captain reported an altitude overshoot and GPWS terrain warning on a visual approach to BHM.
Date: 201907
Local time of day: 0601-1200
Location: ZZZZ.TRACON, FO
Flight conditions: IMC
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: TRACON ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion; Distraction; Workload; Fatigue
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flying arrival; we were given a heading which we determined to be a vector to final. As Pilot Flying; I disengaged the autopilot as we felt this would put us high on profile. We were given a heading and a frequency change to Director. Upon initial call; call sign only there was no response. Second call was responded with go ahead. Our response was our call sign and we are with you. The response was that they were Tower frequency and to contact Director. Once on the correct frequency; we were given a heading to intercept and a runway change. I briefed the new minimums and set them. Still feeling I was high; I asked for flaps. I armed the approach; verified the FMAs and intercepted final. Soon after we were asked if we could 'slide over'. I was a little confused as I was distracted by my rustiness of flying skills. (Instructor). I assumed they wanted us to side step to the original runway. Once we clarified; we realized we had not changed the approach in the FMC and had intercepted [Runway] XXL. We were vectored to the correct approach and flew uneventfully.Pilot Monitoring was not fully awake and felt task saturated. Relief Pilot was extremely tired and was distracted in the Jeppesen app with runway change to get a runway exit plan. Pilot Flying was task-saturated with simply trying to practice hand flying. Use of the HUD was a distraction as I had to come in and out of it to get lateral and vertical SA. It's fine on the final segment but gives very little SA being vectored. Lack of flying frequency for both Pilot Flying and Pilot Monitoring.


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


Synopsis: B787 First Officer reported due to fatigue; pilot rustiness; and distraction; the pilot crew flew a sloppy approach.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Corporate
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other Takeoff
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Rejected Takeoff; General Evacuated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared for takeoff and started our taxi onto Runway XX. Once lined up; we held our brakes did our 2000 RPM engine run to check engine instruments one last time before starting the takeoff roll. All engine instruments were in the normal operating ranges. I am the flight instructor and as the student released the brakes and went full power; I started to lower the mixture to simulate an abnormality on takeoff. While the mixture was being changed; I noticed a rattling; so immediately went back to full mixture and stopped the training simulation. I reached for the throttles and that is when the right gear gave in and we dropped on the right side of the aircraft. Throttles were full idle and mixtures were then cut off. We notified ZZZ Tower of our situation and afterwards completed a full shutdown of the aircraft while waiting for personnel to arrive.




Synopsis: PA-44 Flight Instructor reported the right main landing gear collapsed on takeoff roll.
Date: 201512
Local time of day: 0601-1200
Location: WHP.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D WHP
ATC / advisory: TRACON SCT
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
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 departing WHP Runway 12; right downwind; and at pattern altitude. Tower handed me off to SoCal early (still in Class D; or at least very close to it) and I requested flight following and had received a squawk code; still very close to the airport; if not in WHP Class D at pattern altitude (level at 2;000 feet; since 3;000 feet is the BUR Class C).A few seconds after receiving the code; a helicopter; climbing fast and at same altitude; appeared on a direct collision path with my plane. We saw each other; turned abruptly; and avoided a collision.I informed ATC of my abrupt turn and near-encounter with what appeared to be a helicopter. ATC confirmed radar contact with both planes and apologized. They said the target was flying low under radar; climbed quickly; and then dove down low again after the near miss.Importantly; ATC said they saw him on radar suddenly; but he was so close to me that we merged into one image on the radar screen. He did not know there were two aircraft until I reported the near-miss.ATC was not talking to the helicopter. ATC offered to try to track down the helicopter; since he was near or in Class D space; not talking to anyone; and in and out of radar. ATC called KWHP; KBUR and KVNY and no one could identify the helicopter.While I was able to see and avoid; this reiterates what instructors have long told me; don't assume anyone has your back; even in controlled; busy airspace. Don't assume other pilots use flight following. Keep your eyes out the window. If I hadn't had my eyes outside the window; this situation could have had a very different outcome.




Synopsis: General aviation pilot reported an NMAC with a helicopter in WHP Class D while receiving flight following from SCT. Evasive action was taken by both pilots to avoid collision.
Date: 201708
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ORD
Second aircraft: A321
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were departing Runway 22L in ORD. At the time ORD was landing Runway 28C. Just prior to our takeoff an A321 was landing Runway 28C which crosses over Runway 22L's takeoff roll path. At approximately 120-130 kts our aircraft suddenly and aggressively yawed right. This occurred prior to V1 but in the high speed regime. As pilot monitoring I double checked the engine and flight control indications. Everything was normal so I did not make a call out. The Captain (pilot flying) was able to return the aircraft to runway centerline and took off normally without any further issues.The winds during takeoff were reported 300 degrees at 8 kts. I believe that we encountered jet blast or wake from the aircraft landing Runway 28C.


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


Synopsis: B737 First Officer reported they experienced a sudden and aggressive yaw during the takeoff roll on ORD Runway 22L when an A321 crossed overhead landing on Runway 28C.
Date: 201407
Local time of day: 1801-2400
Location: ZOA.ARTCC, CA
Aircraft: Small Aircraft
Flight plan: VFR
Flight phase: Initial Climb
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: Widebody; Low Wing; 3 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I assumed responsibility of the sector. The off-going Controller gave a somewhat ambiguous briefing. This is probably due to multiple controllers briefing the situation regarding Aircraft X. I was briefed that Aircraft X departed PLCH VFR; and the source of the departure information was ambiguous and/or no where to be found. ATOP was showing the aircraft overdue on a position report (due to system requirement) and I asked the off-going Controller if any paperwork had been started. The off-going Controller also advised that no paperwork was started because the aircraft was VFR and that the FLM on duty was aware of the situation. In the aircraft messages; there were minimal details on the situation because everything that occurred up to this point; had occurred via land line communication with somebody at PLCH. Much later on in my session; I was able to obtain a target for relay (Aircraft Y) and utilized this aircraft to raise Aircraft X. Aircraft Y was CPDLC equipped; I sent up links directly to the aircraft for Aircraft X's clearance to PHKO. Aircraft Y was able to obtain Aircraft X's present position lat/long and issue the IFR clearance. There were some other details that were confirmed and then I started utilizing ARINC to conduct the relay; so that they were in the loop. After the aircraft confirmed their TARDE est; Aircraft Y lost communication with the aircraft. ZOA started INCERFA and ALERFA procedures after this loss of communication. Later in the session; I would have a two other aircraft that caused other problems and increased my workload/complexity substantially. I also went over 2 hours on position before being offered a break. I am not sure of the procedural specifics of INCERFA or ALERFA other than the over due time requirements. I think ZOA should have started something up on this aircraft 30 min (INCERFA) and then 60 min (ALERFA) after receipt of ambiguous departure time. If this aircraft went down; we could have had a more accurate search area by initiating our procedures sooner than later. Going over 2 hours on position could have been mitigated with better planning and notification to the crew on duty.




Synopsis: ZOA Oceanic Controller reports of loss of communication with aircraft and finds another aircraft that relays its position to the Controller. Oceanic Controller then loses communication link with first aircraft again.
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
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: Human Factors
Primary problem: Human Factors

Narrative: I was working the RADAR associate position while OJT was being conducted on one of my developmentals. We only had 4 aircraft on frequency. Three of the four aircraft were in the Southern part of the sector and one was a high inbound to a Class C Airport. The fourth aircraft was an overflight in the Northern part of the airspace. There was overflight traffic at FL310 and a very slow overflight at FL260 that the Class C arrival needed to be vectored around. The Instructor and I were both discussing with the Developmental on ways to get the Class C arrival down. We all had our attention on this situation and the overflight in the Northern part of the airspace entered the next sector without a hand off. This is a classic example of allowing OJT to distract from the position duties. We all got involved in trying to help the Developmental. I should have stay more focused on the overall sector operation while the Instructor discussed the traffic situation with the Developmental. As a FLM; I am very aware of how easy it is to get tunnel vision on one situation and stop scanning the airspace and yet I allowed myself to do just that.




Synopsis: Enroute Supervisor described an airspace infraction during an OJT session when both he and the Instructor were advising the Developmental both failing to note the developing problem.