elihoole/asrs-aviation-reports huggingface dataset:
Date: 201210
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZDC
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Supervisor / CIC
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Was advised by an Area '3' controller at Sector 09 that a data block had disappeared off his scope and he couldn't remember who it was. I pulled up a FALCON recording to see which aircraft disappeared. It was a B737; and the call sign had two entries in HOST. It also showed position 'D20' removing the strip that was active in Sector 09; and inputting a DM message on the 'other' B737. When I asked the Sector 20 Controller about the aircraft; he stated that RDUZ called with a manual hand off and asked him to remove the ticket because the aircraft wouldn't track up. Long story short; [we had] two aircraft with the same call sign in ZDC airspace at the same time. This occurred on a mid-shift so the impact was minimal. I called the B737 Company's Dispatch and they were aware of the problem and explained that the one flight was 7 hours late. He also advised that there were 3 separate legs with that call sign and they changed one; but did not anticipate having to change the third. [There] should already be some kind of software firewall with dispatch to prevent this; maybe a call to the Command Center or the affected Center to warn them of this. Controller techniques: Need to be very cautious when removing a flight plan. A call for a manual hand off should have tipped off the Controller that something was not quite right. Finally; doing a QR or an automated hand off attempt to a 'not in use' sector would have shown that Sector 09 had control of the aircraft.




Synopsis: ZDC Controller described an unsafe condition when an adjacent controller 'removed strip' on traffic that was active in another sector.
Date: 201508
Local time of day: 1201-1800
Location: FRG.Tower, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D FRG
ATC / advisory: Tower FRG
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on the right downwind for runway 19 when I was advised by the tower that I was #3 for landing. I saw 2 other planes on final; one just over the numbers; and another on a 1 mile final. I left some spacing after the second plane; briefly checked that I was clear to my right and turned to right base while descending for the landing. Halfway through my base leg as I descended; I saw another plane on final at my 12 o'clock less around 500 ft in front of me just as I heard the tower instruct me to turn left immediately. I was then advised that the plane in front was the traffic I was supposed to be following; and I was cleared to maneuver to make a 180 and complete the landing.




Synopsis: C172 pilot reported an NMAC in the pattern at FRG when he apparently misidentified the aircraft he was expected to follow.
Date: 201705
Local time of day: 1201-1800
Location: EDF.Airport, AK
Flight conditions: VMC
Light: Daylight
Aircraft: Military
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class C ANC
ATC / advisory: TRACON A11
Second aircraft: Military
Reporter organization: Military
Reporter function: Pilot Flying
Human factors: Communication Breakdown; Confusion
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight of two cleared as filed via EEEGL3 departure; with altitude restriction at 2200 feet. Passing departure end cleared to 3000 feet in accordance with published departure. Reaching intercept heading; pilot then initiated climb to 6000 feet to comply with next published altitude. This departure requires a steep climb rate (>3000fpm); and in previous exercise events aircraft are automatically cleared to climb once established outbound.


Second narrative: On climbout was given 3000 feet. Lead aircraft continued climbing in accordance with departure as is usually the case. Was told to level off at 6000 feet. Lead aircraft was told that it was due to 'loss of separation'.


Synopsis: Two military pilots reported an altitude excursion due to expectation of clearance similar to previous exercises.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 6
Light: Daylight
Aircraft: Learjet 31
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic System Control
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL430; I noticed the cabin altitude was unusually high; approximately 8;500 feet; with a different pressure of ~7.5 PSI. Suddenly; a large amount of air was forced into the cabin; lowering the inside cabin altitude by approximately 6;000 feet/minute. This was immediately followed by an increase in temperature. We suspected the emergency valves opened; and advised ATC to start us down lower. We ran the checklist for inadvertent activation of emergency airflow (I believe); then noticed fumes in the cockpit. It was then we decided to divert ASAP to ZZZ. No report of an emergency was ever made to ATC.




Synopsis: Lear-31 Captain reported unusually high cabin altitude; sudden air inflow; and fumes; possibly due to inadvertent activation of emergency airflow.
Date: 201902
Local time of day: 1801-2400
Location: AVL.Airport, NC
Flight conditions: VMC
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class C AVL
ATC / advisory: TRACON AVL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on a left downwind for runway 17 at 6;000 feet. We accepted a visual approach. I set 4;000 feet; informed my FO (First Officer) of the terrain and where I was planning to intercept the course. We had the runway (and terrain) in sight. I was going to fly past in mountains; turn for a base and start my descent. Unfortunately; due to fatigue; I started my descent too soon. We received a terrain warning before turning for base. Still having the terrain in sight; we immediately corrected with pitch and power and climbed back up to 6;000 feet. From 6;000 feet we started the approach again without incident. I have flown into AVL many times. My decision to start the descent at that moment makes little since to me. I was not in a rush to get the airplane on the ground; I simply started the descent too soon. We spent 40 minutes [at our departure airport taxiing to the runway]. By the time we took of I was starting the feel the effects of fatigue. All I had to do to avoid this error was to extend my downwind a little longer.


Second narrative: Yesterday we had a few delays; we finished our last flight [hours after midnight.] The hotel had no transportation that late and we needed to wait for a cab leaving us with a minimum rest overnight after a long day. Today on the last flight of the day [at night] after one deadhead and two other legs on the approach to AVL we were in VMC conditions Captain as PF (Pilot Flying) and I was PM (Pilot Monitoring.) We briefed the approach and used RNAV 17 as a backup for the visual 17. While descending to 4000 with the airport in sight before crossing STOSS we got a terrain warning. Captain disconnected the Autopilot and climbed and I advised ATC. We climbed still in VMC and with the airport in sight. After clear of terrain; we descended and landed on runway 17. We should have request the approach from ONZIQ and taken our time.


Synopsis: Air Carrier flight crew reported receiving a terrain warning while on approach at night.
Date: 201408
Local time of day: 0001-0600
Location: INT.Airport, NC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground INT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: We were taxiing out for takeoff and due to taxiway closures we were instructed to back taxi onto Runway 33 to the end for takeoff. As we turned onto the runway from Taxiway F an aircraft appeared in front of us with his spoilers deployed on the centerline of the runway approximately 1;000 to 1;500 feet away from us. When I turned onto the runway I instinctively stayed to the right side of the runway for purposes of taxiing. I was unsure what the other aircraft was doing so I came to a stop. At that time the Ground/Tower controller (he was working both positions) queried the other aircraft by saying; 'Where did you come from?' As it turned out it seems that the other aircraft landed without contacting the Tower and without [a landing] clearance after being handed over from Approach Control. The pilot sounded confused and thought he had contacted them but it was obvious that he had been mistaken because he made an excuse right away. There was at no time a danger of collision with this aircraft because I was to the far right of the runway and the other aircraft was at a taxi speed by that time. The Tower asked him to move over and pass by us on the right.As is my habit; I always taxi on a runway to one side for purposes of taxiing only. There was a small rise in the runway near the end so we did not have a visual on [the aircraft] prior to turning onto the runway. We talked about the fact that this could have been like Tenerife had it been foggy like it was the day before. Always keep your eyes open even at a controlled airport.




Synopsis: Required to back taxi down Runway 15 to depart Runway 33 at INT due to taxiway closures the flight crew of a CE-560 found themselves nose to nose with an aircraft which had just landed on 33 without a clearance.
Date: 202111
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: B737-800
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: I was the Pilot Flying while descending on the EAGUL 6 Runway 8 transition into PHX. Autopilot was engaged in LNAV/VNAV and speed window was open set to 210 KIAS. We were following a -800 aircraft about five miles in front of us.  Prior to HOMRR; ATC slowed both of us to 210 KIAS which put us both high on the profile.  We both notified ATC that we would be high for HOMRR at that speed; which ATC acknowledged.  Just prior to BOHTX around 13;500 feet MSL; we encountered light turbulence and the aircraft rolled left to about 18-20 degrees. I grasped the control and the autopilot disconnected. I rolled the aircraft back and may have over corrected and it rolled about 5 degrees back to the right and felt like it was wallowing around a bit in response to the wake.  As I corrected the pitch back to the flight director; I noticed we were below the 13;000 feet restriction. I was not sure if we had just passed or were still over BOHTX; so we may have busted the 13;000 feet restriction. I think I saw 12;700 feet. I engaged the autopilot back into LNAV/VNAV and we continued without further events. The First Officer reported light turbulence over the fix. That is when I asked ATC what we were following and reported the wake encounter. He replied with -800 was the preceding aircraft.




Synopsis: B737 Captain reported encountering wake turbulence on descent into PHX in trail of a B737-800.
Date: 201507
Local time of day: 1801-2400
Location: IAD.Airport, DC
Flight conditions: VMC
Light: Night
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class B IAD
ATC / advisory: TRACON PCT
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: Received a clearance for the CAPITAL 9 SID out of IAD with the exception to climb and maintain 8 thousand. On taxi-out; ground called to confirm our routing. After departing runway 30 we switched over to Departure and checked in saying 4 thousand climbing 8 thousand. Departure replied 'You're climbing to what?' Our response was 'climbing to 8 thousand.' Departure replied 'I don't know where you got that sir; you should have been capped at 3'. Departure continued with a heading assignment and a 'Climb to 10 thousand.' We replied with the climb to 10 thousand and advised Departure that we were given 'Climb via; except for maintain 8 thousand'. Departure asked who we got that clearance from; we responded with 'Clearance.' Departure asked 'climb via what?' Our response was 'The Capital 9 departure climb; except up to 8 thousand.' Departure replied; 'Ok. That should have been capped at 3 sir.' Departure then replied; 'But; no blood; no foul!'




Synopsis: CE-750 Captain reported Departure Control questioned the altitude clearance they were given by Clearance Delivery.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight; Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Company Policy

Narrative: There was no PPE (Personal Protective Equipment) on the flight deck. No Clorox or similar wipes on the flight; I called operations and asked for some to be brought out to the airplane.  Non arrived prior to departure; so I used my own disinfectant wipes I brought from home.  The proper disinfectant wipes are not being provided to the flight deck.When we check in at the gate; the agents there should hand wipes to the crew! Which in turn; keeps less people coming and going from the flight deck.




Synopsis: Air carrier Captain reported company policy was not followed regarding Personal Protective Equipment (PPE) when the pilot crew arrived at the gate.
Date: 201909
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ORD
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On taxi out in ZZZ and taxi in at ZZZ1; full deflection of the Captain's steering [tiller] caused brake faults.




Synopsis: A319 Captain reported that full deflection of the nosewheel steering during taxi caused brake faults.
Date: 201807
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Marginal
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Airspace Structure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Aircraft X called asking for a deviation due to weather. I did not have a data block for Aircraft X in my airspace. I asked the aircraft's position. He stated a distance near a VOR. I searched my southern boundary and did not see any aircraft displaying 34;000 feet. or the squawk code associated with the aircraft. I called the adjacent Center and they also looked for Aircraft X and said they had no display.I tried to locate the aircraft via looking for a primary target which did not work; and bearings from [surrounding VORS]. This allowed me to have a general position of the aircraft knowing [their] flight plan route and taking [into] account they may have deviated due to their request at first contact. I called for help from a Supervisor. He plugged in the D Side as the volume for the sector was increasing. I continued to work the sector while advising the Supervisor and D-Side of the issue with Aircraft X. I asked D-Side to create another flight plan for Aircraft X with a new squawk code. He made a duplicate flight plan with [a] new call sign. I asked the aircraft to Ident and reset his transponder to the new code. [There was still no] Mode C or Primary target displayed.[I] told [the] pilot we had no radar information on his plane and asked him to recycle his transponder. He said he was going to his second transponder and that still did not work. After getting a position report I made the decision to descend the aircraft out of RVSM airspace and put him on a Non Radar route. Once [the] aircraft was near 28;000 feet a primary target showed up in the reported range from [a VOR] near the boundary with [another] sector. The D-side coordinated the aircraft information with [the other] sector who now displayed a primary target. [The] aircraft was switched to [that] sector.[I am] not sure what led to the event. I turned all information over to Supervision.




Synopsis: Center Controller reported an aircraft was deviating for weather and their transponder failed causing ATC to lose track of the aircraft's position.