elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Local time of day: 1201-1800
Location: LCH.TRACON, LA
Light: Daylight
Aircraft: Military Trainer
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class D CWF
ATC / advisory: TRACON LCH; Tower CWF
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Procedure

Narrative: Aircraft Y was low-level patrolling within the CWF class Delta surface area just south of the departure end of Runway 15.  CWF requested IFR release for Aircraft X off Runway 15.  I gave CWF the traffic; which was in turn issued to Aircraft X; then gave Aircraft X a release with reference to the VFR traffic.  Given Aircraft X's performance characteristics; and past experience; Aircraft X should have quickly climbed over the traffic with plenty of lateral separation.  However; upon departure; Aircraft X executed an atypical climb-out and overflew the VFR traffic with less than minimum altitude separation if the targets had merged.Recommend installation of a Digital Bright Radar Indicator Tower Equipment (D-BRITE) at CWF tower; to prevent excessive coordination and minimize operational errors.  Had CWF been equipped with a D-BRITE; they would have had a better idea of where the VFR traffic was and acted accordingly to prevent any conflict.  There is an extra D-BRITE already acquired; and should have been installed over a year ago.




Synopsis: A LCH Controller reports of releasing an aircraft off one airport and issuing traffic at the same time to the Tower. The Tower knows about the traffic and releases the aircraft. Both aircraft end up with less than standard separation.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Distraction; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: I was working the cab coordinator position. We were landing ILS runway XY and departing runway XX. Due to the wind shifting we began changing runways to Visual Approach runway XX and depart runway XZ. There were still a few aircraft left to depart runway XX. By the time we had 1 aircraft left to depart runway XX; the TRACON had already begun arrivals for runway XX. The local controller had put the last departure in position on runway XX trying to get done with runway XX departures; but due to the spacing that was given; the local controller had to send the aircraft on final around. I called the sequence line to the TRACON to advise them of the go-around and the aircraft that was also on the runway. There was no response. I called again and still no response.Finally the controller or supervisor answered the line. I advised them the aircraft that was on the go around and we had the departure still in position. At this time the next arrival was about 3 miles base to final. The TRACON controller or supervisor said to put the go around on a heading 340 and climb to 3000 feet and stop departures. I advised him again we had the departure still on the runway and would have to send the next arrival around also if we are stopped on departures. The TRACON controller or supervisor then sounds agitated and tells me 'then separate them!' From the instructions he has given me I felt that it was all ambiguous since he originally said to stop departures. I continued trying to get instructions on my departure as the next arrivals are getting closer with little time left. I then hear the controller or supervisor call me a [vulgar phrase]. I then ask for his initials and he asks for mine. We exchange initials and he continues to call me [names]. At this time the local controller is still waiting for instructions. We looked at the surrounding airspace; departed the last runway XX departure and did what we had to do to 'separate them.'The sequence line should be answered much sooner. I understand sometimes it can get busy and I don't know what other facilities might have going on at that time but the delay shouldn't have been as long as it was.The TRACON controller or supervisor was extremely unprofessional! The tone of his voice and vulgarity on the sequence line is completely unacceptable. The poor attitude and lack of professionalism from the TRACON is ongoing and needs to stop.




Synopsis: Tower Controller in Charge reported coordination issue with a TRACON Controller during a runway configuration change.
Date: 201705
Local time of day: 0601-1200
Location: SXQ.Airport, AK
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZAN
ATC / advisory: CTAF SXQ; Center ZAN
Second aircraft: PA-31P Navajo P
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: Conflict Airborne Conflict
Detector: Person Other Person
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Environment - Non Weather Related

Narrative: I was performing a proficiency checkride on another Check airmen. I was notified by our flight following center after the completion of the flight that I had a near miss with another aircraft that was reported. During our entire flight we never did have a TCAS alert. I assume the only possibility was around Soldotna airport since when we were holding at the OLT beacon as published we heard a Navajo starting on the GPS 25 to SXQ. At this same time we left the hold starting the NDB 25 to SXQ with a circle to RWY 07. We did have traffic on our TCAS but it was not close for a near miss since no TCAS alert. We were giving traffic advisories on the CTAF 122.5 but no one was talking back with us but did hear other aircraft. Entire check ride was done in VMC conditions.




Synopsis: Air carrier Captain reported being advised of a near miss near SXQ; possibly during an ADF approach. TCAS had not detected the event.
Date: 201302
Local time of day: 0601-1200
Location: SDF.TRACON, KY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Special Use R3704
Aircraft component: GPS & Other Satellite Navigation
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: I flew direct to M25 at 4;500 FT. I was using a Garmin 530 to navigate and to show special airspace to me. I flew through R-3704 A&B; someone who had used the airplane before me had changed the settings so the screen I was using did not show the restricted airspace. Several miles after I passed through the space I was scrolling through a Garmin 430 that showed the restricted space. I then realized the mistake I had made. I then looked at the setting on the [Garmin] 530; and saw that it was set for special airspace on the 50 mile screen and I was flying using the 35 mile screen. On my return trip back to my home airport I flew well south of the restricted space. The purpose of the trip was to fly a friend to get a truck and drive it home. In future I need to do a better job of flight planning.




Synopsis: A pilot flew through R-3704 A & B because the Garmin 530 Special Use Airspace range setting was on the 50 miles scale and he was flying on the 30 mile scale.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Communication Breakdown; Training / Qualification
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: Aircraft X was operating on an IFR flight plan; and was transitioning through the practice area. During the transition; we received no less than 3 altitude alerts from ATC about company traffic. However; we were in and out of the clouds; IMC. Aircraft Y and Aircraft Z were both observed passing 500 ft. above our aircraft. While observing these two aircraft; they came within 500 ft. both horizontally and vertically of clouds while they were operating VFR. This included Aircraft Y endangering our aircraft by flying within 1;000 ft. of us while we were IMC; presumably bringing them well within the VFR cloud clearance requirements. Aircraft Y later called Approach and was absconded for interfering with multiple aircraft; including coming 'close to' aircraft operating under IMC. The instructor onboard exhibited defiance and no acknowledgement of wrongdoing; exhibiting Macho; Invulnerability; and Anti-Authority. Approach additionally informed the instructor on Aircraft Y that 'multiple VFR [company] Aircraft were interfering with IFR aircraft.'




Synopsis: Flight Instructor reported VFR aircraft violating cloud clearance requirements.
Date: 201212
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Aircraft component: Autoflight System
Component problem: Malfunctioning; Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Chart Or Publication; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: [We were] cleared to descend via RIIVR Arrival 24R. Confirmed VNAV/LNAV and started descent. [We were] given 300 KTS which was entered on the descent page. Just prior to MINZA; the aircraft did not level at 10;000. I stopped the descent and climbed back to 10;000. I looked at the MCP and VNAV was no longer engaged. Re-engaged VNAV and continued an uneventful approach and landing.


Second narrative: Just prior to MINZA the pilot flying used CWS pitch to stop the aircraft from continuing to descend when he observed it passing 10;000. The lowest altitude I saw was approximately 9;650.At that time we noticed VNAV was no longer engaged. We re-engaged VNAV and completed the approach and landing.


Synopsis: For reasons unknown the FMS on their B737-700 dropped out of VNAV while descending on the RIIVR RNAV STAR; Runway 24R at LAX. The aircraft descended about 400 FT below the crossing restriction at MINZA.
Date: 201704
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; Turbulence; 3
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: I was flying just slightly below a benign looking undercast and forward visibility was about 3 miles in haze. I suddenly encountered a severe downdraft. Normal cruise IAS in this aircraft is about 115 to 118 knots (at that altitude). I increased engine power to max and raised the pitch attitude to the point that my IAS decreased to 65 knots and was unable to arrest the decent. I lost about 600 feet during this event. The ARTCC frequency was busy and in the few seconds that transpired during the loss of altitude; I was unable to tell the controller what was happening. Plus; aircraft control demanded my full attention.Due to an ADS-B traffic display that I have installed in my aircraft; I know that there was IFR traffic at my 12 to 11 o'clock position at 7;000 MSL that I did not have in sight. At some point; very early in this event; knowing that IFR separation had been lost and separation was decreasing rapidly; I started a right turn (without Controller direction) to 300 degrees to at least increase the lateral separation from that traffic. (The ADS-B traffic display did not show any traffic behind me). At this point (probably; about 30 seconds after this event started); the Center Controller asked what was going on. After my brief explanation; the Controller then assigned my flight; 6;000 MSL and soon after I was given a left turn; back on course.I offered to make a phone call to the ARTCC after landing to explain the event further; but the Controller indicated that a phone call was unnecessary.




Synopsis: Glasair pilot reported encountering a severe downdraft enroute. This pushed him down 600 feet creating an airborne conflict which he deviated his track 30 degrees to avoid.
Date: 201812
Local time of day: 0001-0600
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
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: Descending on downwind leg into LAX through approximately 4;000 feet; 180 knots; flaps 10; IRNMN 2 RNAV Arrival; approximately GADDO intersection. ATC advised following a heavy 777 on the arrival. Winds were mostly calm; sometimes 7 knots on the tail; [and] sometimes 7 knots on the nose. Kept getting a few nibbles of wake; mostly just a bit of turbulence with mild; few degrees of roll. Approximately one minute later; got hit with an initial left roll of approximately 15 [degrees] left wing down. First Officer (Pilot Flying) grabbed the controls; and autopilot remained engaged; returning aircraft to level flight. Almost immediately after; a hard roll of approximately 30 degrees left wing down was encountered (never heard 'bank angle' so believe we remained less than 35 degrees). Autopilot was disconnected; aircraft nose lowered; and a return to level flight accomplished. After approximately 30 seconds; Captain (Pilot Monitoring) recycled autopilot CMD engage with no success. Cycled disconnect switch; flight directors; LNAV/FLCH; and eventually all functions of autopilot were returned. Reported a wake event to approach and requested additional separation on downwind leg to increase separation on final. Followed a 737 onto 24R. Remainder of descent; approach; and landing without incident.




Synopsis: B737NG Captain reported some autopilot system anomalies occurred following a wake turbulence encounter in trail of a B777 on arrival into LAX.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Training / Qualification
Second reporter function: Pilot Flying; Trainee
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft touched down and began drifting to the left. Added power and right rudder to an overcorrection to the right where the aircraft departed the runway and came to rest in the grass. No damage to persons; property; or aircraft.


Second narrative: Came in for landing on Runway 7; after touchdown aircraft turned to the left. Over corrected with right pedal; aircraft turned sharp to the right and went off the runway with no damage to persons or property or aircraft.


Synopsis: Piper Cub instructor and student pilot reported overcorrecting on landing caused the aircraft to depart runway.
Date: 202106
Local time of day: 0601-1200
Location: ROA.Airport, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class C ROA
ATC / advisory: Tower ROA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Altitude Undershoot; 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 Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Departed VFR on Runway 6 and entered right pattern at 3500 [ft.] for Runway 34. Received a terrain warning from the EGPWS on downwind and established a climb. The warning promptly extinguished after a 200 feet climb.


Second narrative: We departed Runway 06; and entered a right downwind for Runway 34. At 3;500 [ft.] we leveled off and maintained visual separation with the mountains. However; we got the terrain warning and complied with it. Within 2 seconds the message extinguished as we were climbing. We leveled off at 3;800 and continued our downwind to [Runway] 34.


Synopsis: Air carrier flight crew reported the EGPWS alert sounded during takeoff resulting in an additional climb to avoid terrain.
Date: 201204
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Weather elements / visibility: Icing
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on final approach; shortly after passing 2;000 FT AGL; the Captain called for flaps 25. As pilot not flying I moved the flap handle to the 25 detent and we received an EICAS message; TE FLAP DISAGREE. We were at approximately 135 KTS; and the flaps stopped at just beyond 20 degrees. The Captain continued to fly and I started running the QRH checklists. We were not fully configured at 1;000 FT AGL; so the Captain initiated a go around. We were instructed by ATC to climb to 4;000 FT MSL; and were given radar vectors while we continued to run our checklists. After completion of the checklist; we discussed our options and called [Operations] to come up with a plan for the best place to recover the aircraft. Due to our longer landing distance with our flap position we decided to divert to [a suitable nearby airport]. The Captain talked with [Operations] on the SATCOM and we were given fuel burn numbers for diverting at FL230 and 190 KTS. We elected to land on the longer runway. We decided not to declare an emergency due to the long runway. We landed uneventfully and taxied to our parking spot where we turned the aircraft over to maintenance.




Synopsis: A B757-200 First Officer reported receiving a TE FLAP DISAGREE EICAS message on final approach. A go-around was executed; procedures run; and after consulting with Operations; a diversion plan was implemented.