elihoole/asrs-aviation-reports huggingface dataset:
Date: 202102
Local time of day: 0601-1200
Location: CHS.Tower, SC
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class C CHS
ATC / advisory: Tower CHS
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Situational Awareness; Distraction; Workload; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Other Landing
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was working Local Control and had four aircraft waiting to depart  with Aircraft X on short final to an intersecting runway and Aircraft Y still about 10 mile final for the same runway  on an instrument approach for a option back to radar pattern. There was also two VFR picture taking aircraft around the Tower airspace at 2700 feet. I asked Aircraft X if he could land to hold short of the intersecting runway. He said he could; though hesitantly. I cleared him for LAHSO(Land and Hold Short). I began to depart the other aircraft of the crossing runway with turns and to also have them stop at 2000 feet for the picture takers. When Aircraft Y checked on; I cleared him for the option. My biggest mistake was putting expeditiousness over safety. I overlooked Aircraft X in two important ways.  I had an expectation bias that he would exit the runway before the intersection and  even the I scanned the runway; I missed him sitting at the intersection. The color of the plane and the concrete made it difficult to notice him. Not until Aircraft X keyed up to talk did I remember he was there but by then Aircraft Y had touched down; saw the aircraft and was stopping to avoid.This situation very poignantly reminded me (because it was a very close call and so thankful it was not more serious) that safety is our number one priority. As a facility we need to have a clear reminder that a runway is occupied as opposed to one single light that carries multiple meanings.  We should clearly define a procedure for LAHSO as well.




Synopsis: A tower local Controller reported they allowed a military aircraft to land with another aircraft stopped at an intersection on the runway.
Date: 202104
Local time of day: 0601-1200
Location: MBPV.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower MBPV
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Distraction
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: While back taxiing west to lineup for takeoff on Runway 10; it appears the usable surface of the runway extends well beyond where it actually does. This is because the unprepared surface west of Runway 10 threshold is the same color as the runway which is bleached white and the runway threshold line is white and does nor contrast well against the runway surface. It was noticeable to both me and my First Officer. Given that MBPV [Controllers] often gives orders to back taxi quickly to accommodate arrivals; this could be a hazard. Night operations could also add to the threat.




Synopsis: An Air Carrier pilot reported the surface area before the landing threshold appears to look like a usable runway surface and could cause confusion while back taxiing for departure which is a common procedure at this airport.
Date: 201904
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: Right after or during a position relief briefing; Aircraft X came out of Approach west bound at 6;000 feet. The aircraft was never on our frequency and was approaching rising terrain to the west. I was conducting OJT. It wasn't until the aircraft was approximately four minutes into our airspace I realized the aircraft was NORDO. I pulled up the MIA (Minimum IFR Altitude) map and saw we needed to climb this aircraft for a 6;300 foot terrain block; in addition to multiple other areas of rising terrain to the west. We attempted to climb the aircraft and received no response. I called Approach and told them to reattempt the aircraft; and if they had him still to climb him to 8;000 feet. My trainee was attempting to run the sector which was busy and complex; but the situation was continuing and his proximity to terrain had me worried; so I stopped OJT until we had this cleared up. After taking over; attempting to raise the aircraft on guard; issuing low altitude alerts; I was able to get another aircraft to relay to them on Approach frequency and get them to climb.




Synopsis: ZAB ARTCC Controller reported a NORDO aircraft flew below the Minimum Vectoring Altitude.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA20-C1 Eclipse
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Other Traffic Pattern
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness; Communication Breakdown; Training / Qualification
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: Other In Traffic Pattern
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: After concluding the section of the flight away from the airport we were inbound to ZZZ in order to practice take off and landings. The airport was busier than normal due to a fly in lunch being held at the FBO. After the first lap in the traffic pattern to a full stop; we back taxied down Runway XX in order to take off again. We took off Runway XX announcing over the radios we would be departing Runway XX in order to stay in the traffic pattern. On initial climb-out there were other aircraft announcing they were inbound to the airport and would be joining the downwind. We made initial visual contact with the aircraft utilizing the radios to remain an appropriate distance away. We turned crosswind and did not see any traffic in the area that would have caused us to extend our upwind leg. As we were on the crosswind we cleared the turn to the left and announced we were turning downwind for Runway XX. As we were turning downwind; I looked out the right side of the aircraft to see another aircraft who I had not seen previously in the pattern; and who had not been announcing their position in the pattern; was entering the downwind straight in; rather than at a 45 degree angle. After making visual contact with the airplane I began evasive action by applying full power and starting a climbing right turn to avoid the traffic. After climbing away from the traffic; I announced on the radio that we were executing a right 360 degree turn for spacing for traffic on the downwind. At this time the aircraft we had avoided began announcing their position on the downwind; setting up to land Runway XX. Following the incident we maintained visual separation and reported our position in the pattern via the radios and came in for a landing to a full stop on Runway XX and taxied back to the FBO.




Synopsis: DA-20 Flight Instructor reported near mid-air collision with another aircraft while conducting flight training.
Date: 201912
Local time of day: 1801-2400
Location: ZOA.ARTCC, CA
Flight conditions: Marginal
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; 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; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had been in cruise flight for approximately 10 minutes and were about to enter an area of reported moderate 'plus' turbulence. The Captain went off frequency to advise the flight attendants to be seated. As soon as I took over the radios; I heard ATC give an aircraft with a similar call sign an instruction to descend to 24;000 feet. I thought it was us; so I read back the instruction to ATC and waited for a moment to ensure I was not corrected by ATC. I then started a descent. About 1;600 feet into the descent; ATC queried us why we were lower than expected. At this time the Captain came back up on the comms and stated something to the effect we were cleared down to 24;000 feet. ATC said they never gave that clearance; so we immediately initiated a climb back to 28;000 feet. There was no RA or traffic conflict. ATC made no further mention of the event.The left earphone on my headset had failed shortly after blocking out; so that reduced some of my ability to clearly hear ATC transmissions. Secondly; I was flying single pilot and laced the redundancy of a second pilot to back me up at the moment. Also; there was an aircraft with a similar sounding call sign on frequency. Finally; ATC did not correct my mistaken pickup of a descent clearance when I read back the clearance. I should have been more situationally aware that our position was too far out from our destination for such a descent clearance to be given to us. Thus; I should have verified (what I thought was) a descent clearance for us with ATC before. Also; I should have turned the volume up on my headset more than I did.




Synopsis: CRJ-200 First Officer reported following a clearance for another aircraft with a similar callsign; resulting in an altitude deviation.
Date: 201909
Local time of day: 0601-1200
Location: CVG.Airport, KY
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown; Workload
Anomaly: Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; MEL; Procedure; Logbook Entry
Primary problem: Human Factors

Narrative: I completed the flight to CVG without incident. I was later informed by the crew that flew the same aircraft out of CVG that [previous station] Maintenance had not complied fully with the Deferral 49-XX-XX-XX APU pneumatics. CVG Maintenance told the crew that only part of the required Maintenance steps had been complied with. I started the #2 engine with a Huffer Cart and cross bleed started #1 engine. We did not read any abnormal duct pressure and both engines started normally. [Previous station] Maintenance was asked if they had complied with and checked all Deferral Maintenance required items during the logbook changeover brief and they stated they had.




Synopsis: B767 Captain reported that he found misapplied MELs and incorrect logbook entries.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Rain
Light: Dawn
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After taking the runway and take off we received frequency change to departure frequency. I forgot to put the frequency to the radio as a standby frequency. Me and Captain got in to a little discussion about the frequency and forgot to do the after takeoff flow and we left the flaps at 9 and takeoff power at alt to 1 mode. After realizing we never placed the flaps to up position and never selected the CLB power we already exceeded the 5 minutes takeoff power setting limitation and speed to 250 for flaps. We exceeded the flaps speed by 20 knots. The event occurred because it was early in the morning (dark cockpit) unfamiliar airport and taxi routes; showers in the vicinity of the airport and the discussion in the cockpit during the climb out. Pay more attention during the taxi and make sure the departure frequency is set or available for the pilot monitoring after takeoff. Complete the after takeoff flow before contacting the departure ATC frequency.


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


Synopsis: Embraer ERJ flight crew took off without the departure frequency preset. Subsequently oversped flaps and exceeded the 5 minute take off power limitation.
Date: 201711
Local time of day: 0601-1200
Location: EISN.ARTCC, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center EISN
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: On climb out we got a message from dub station that some cargo bins might not have been secured properly.  The flight attendants reported no unusual activity or sounds coming from below the floor. After conferring with dispatch the first officer and the flight attendants the flight continued on uneventfully.


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


Synopsis: B777 flight crew reported that during climb out they were informed that some of cargo may not have been properly secured.
Date: 201911
Local time of day: 1201-1800
Location: SEZ.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF SEZ
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Aircraft Y was on final approach to land Runway XX and was announcing intentions on CTAF (Common Traffic Advisory Frequency) 123.00. Aircraft Z was landing on Runway YY and was not announcing intentions on CTAF. Both aircraft landed on the runway at the same time and had to take evasive action in order not to hit each other on the runway. No aircraft departed the runway; No airport property was damaged; and no aircraft came into contact with each other.Aircraft Z pilot stated he must have keyed in 132.00 instead of 123.00. I was on the ground taxiing my aircraft when I observed the above noted incident. I was not involved but did witness the incursion.




Synopsis: Observing pilot reported seeing two aircraft in a ground conflict upon landing on opposite sides of the runway.
Date: 201901
Local time of day: 1801-2400
Location: ISM.Airport, FL
Flight conditions: VMC
Aircraft: Cessna Citation Undifferentiated or Other Model
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: 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
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Approximately 20 nm north of LAMMA intersection on CWRLD4 Arrival; in the vicinity of OMN VOR descending through FL210. Severe turbulence encounter. No injuries. No emergency declared. Passengers were seated at the time of incident. Seat belt sign was off due to smooth ride before the incident. While descending through FL210; [we] encountered a sudden onset of severe turbulence with no warning. Airplane rolled uncommanded into a right bank of approximately 70 degrees in less than one second. Autopilot was on at the time and disconnected automatically due to the upset. Crew recovered back to level flight within 5 seconds. Some light turbulence after the initial roll and recovery. Total time of event from beginning to end was approximately 10 seconds. Smooth ride before and after the encounter. No convective activity or wind shear noted. Weather was clear VMC. Suspect wake turbulence encounter. No damage or issues from the incident were observed and crew elected to continue to planned destination airport and land. Severe turbulence reported to ATC due to momentary loss of control. Suspected wake turbulence encounter. ATC may not have provided the correct spacing between us and a heavy aircraft. Unknown what the spacing was; or the type of aircraft; but other traffic was noted on the TCAS display in the vicinity.




Synopsis: Citation Captain reported momentary loss of control from a wake turbulence encounter descending through FL210 inbound to ISM.
Date: 201710
Local time of day: 1801-2400
Location: RNO.Airport, NV
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C RNO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: 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 Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On our downwind vector to Runway XXR we were extended for traffic on final. We were told to slow; follow traffic; and were cleared for the visual approach. We extended the final and put 5500 in the altitude window. I was watching the spacing on the traffic while configuring with flaps 15 and gear down. About two miles and at 5500; I disconnected the autopilot. I was concentrating on the runway and traffic and did not notice the sink develop after disconnecting the autopilot. The FO alerted me to it but I was already about 200 ft low as I started a smooth correction. Due to the uneven rising terrain we received a single 'Caution Terrain' alert. I increased the power and climb rate and there were no other alerts. I mistakenly continued the approach and landed. In that split second I forgot the requirement to go-around if the caution is received at night.


Second narrative: I called out the deviation; but feel I waited too long to voice it and should have done it a little sooner.


Synopsis: B737 flight crew reported receiving a terrain warning after descending 200 feet low on a night approach to RNO in an area of rising terrain.