elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 1801-2400
Location: N90.TRACON, NY
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E N90
ATC / advisory: TRACON N90
Second aircraft: Regional Jet 900 (CRJ900)
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: This flight was a departure from EWR cleared to 6;000 via the ELVAE [transition]. Aircraft was turned over to me climbing to 6;000 as per the SOP. At the time I was vectoring for 10 Miles In Trail (MIT) in trail via WHITE waypoint with normal exclusions. At one point; I mistook this aircraft for a LGA departure that would have been at 12;000 (and therefore above the LGA arrival corridor) and climbed him to 17;000 and cleared direct COL. A few seconds later I noticed this aircraft climbing through LGA arrival airspace through 8;500 towards traffic at 10;000. I descended the traffic back to 6;000 and he encountered an additional arrival at 7;000.


Second narrative: Approaching ELVAE and 6;000 feet; received instruction to climb and maintain 17;000 feet; expedite through 12;000 feet. Passing 8;500 feet received RA and began immediate descent and at same time received ATC instruction to descend to 7;000 feet; followed by an expedite to 6;000 feet. That aircraft went behind and above us. As we were descending we were given a turn to the right which turned us toward another aircraft at 7;000 feet. Leveled at 6;000; took a breath; then we're given ATC instructions to go direct to WHITE; climb to 17;000; and a frequency change. Everything happened so quickly that we never even had time to report the RA to initial ATC frequency.


Synopsis: While controlling a departing aircraft; Controller mistook another target for the aircraft and issued a clearance to the aircraft to continue climb and departure vector. This confusion resulted in an airborne conflict and TCAS RA involving the other aircraft. During the RA maneuver and subsequent ATC descent instructions the subject aircraft encountered an arrival aircraft at the same altitude.
Date: 201409
Local time of day: 0001-0600
Location: HCF.TRACON, HI
Aircraft: Military Transport
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E HCF
ATC / advisory: TRACON HCF
Second aircraft: Small Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working R3 position; with aircraft at 5000 to Maui; and another aircraft at 7000 to MKK. I had just given descent to Aircraft Y to 6000; and R4 position calls me up on the override; and says Aircraft X turning right heading 180. I think I mentioned the traffic; Aircraft Y; but then I noticed the Aircraft X on my scope; heading right toward Aircraft Y; and then in a right turn. I tried to call traffic; but then the Aircraft X was southbound. I think there was only 3 miles between them at the closest point; both at 7000.The pilot of Aircraft X should fly his filed flight plan; and ask if he is unsure of his routing. The flight plans filed would not be able to be flown as filed; due to the low altitude; with MVA's at 12;000 along his filed route of flight. The tower controller should have noticed that the flight plan had AR901 in it as a routing; which is a refueling route; and needs an oceanic clearance; not a silent clearance. Aircraft X should not be doing VFR flight low level at 500 feet between the islands sight seeing. This is wrong and a dangerous waste of tax payer money. There are too many VFR aircraft in the areas that he did fly after he canceled IFR; that would not be able to get out of his way; and he may not see to get out of their way.




Synopsis: HCF Controller describes situation where an a conflict arises due to a bad clearance issued by Clearance Delivery at the Tower of departure.
Date: 202012
Aircraft: No Aircraft
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown; Physiological - Other; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Due to the lack of proper transportation support; employees are either packing themselves into crowded buses or rushing from home to catch one of the improperly scheduled buses that will get them to work on time. The company has reduced the frequency of the buses and now each of us is either leaving our homes earlier to get to the lot or leaving the terminal late because the schedules are not aligned with employee's hours. There are two things occurring here. Theft of employee time and endangerment of exposure to COVID-19.




Synopsis: Maintenance Technician reported reduced bus schedules are causing overcrowded buses and increasing the possibility of catching COVID-19.
Date: 201910
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Weather elements / visibility: Windshear; Turbulence
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Time Pressure; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: Other finial approach
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather
Primary problem: Weather

Narrative: On approach to DEN ILS Runway 16 L Tower reported a wind shear of +25 kts.; at approximately 1200 ft. AGL we receive a -15 shear with a GPWS immediately followed by a +25 kts. This has left us high and fast and going higher on the path. I initiated a go around and we flew the runway heading. Fuel was now about 5.3 lbs. Dispatch had planned us to land with 5.5 but I had added 1000 pounds OA fuel because of gusty winds in the forecast. We were quickly turned to a visual for Runway 16R and told 'wind shear - on the runway' we again had a tailwind change to headwind at about 1200 AGL. putting us high again; but no GPWS. I was high at 1000 ft. but was able to be stable and about +10 kts. at 500 ft. At this point the wind shifted to a tail wind and was pushing our touchdown point to the end of the 3000 ft. zone. After a short discussion with the FO (First Officer) we both felt comfortable landing long with a 13000 ft. runway vs a possible diverting to COS landing with 3.0. I exercise my Captains authority touching down approximately 4000 ft. down the runway and exited the runway at WB. Fuel about 4.2.




Synopsis: Air Carrier Captain reported encountering wind shear on final approach and concern regarding fuel remaining.
Date: 201604
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departure and en-route were all normal. Arrival and subsequent visual approach to ZZZ were also uneventful. When the gear lever was selected down; only 3 red lights illuminated. The gear panel test button illuminated all lights correctly when pressed. Another attempt to lower the gear normally also resulted in 3 red lights and no green gear lights. At this point; the landing was cancelled; we began climbing to pattern altitude; and asked tower to allow us space to orbit west of the field to troubleshoot the problem. Tower suggested left traffic at pattern altitude which we accepted. After becoming established in left traffic we consulted the QRH to determine the appropriate procedure. We then executed procedure as indicated. The FO (First Officer) performed each step and the captain verified. At the completion of the procedure 3 red lights and 2 green lights (Right Main; Nose Wheel) illuminated. We requested a low approach on YYL to get a visual confirmation by tower. Tower was unable to determine the position of the gear and suggested a low pass along [a parallel taxiway] so that they could get a better angle of view. Tower suggested a 5 mile final for [parallel taxiway] but the fuel state by this point was such that one short pass and then an immediate return for landing would be necessary. We [made] the pass on [parallel taxiway] and Tower was able to confirm that only the Right Main and Nose Wheel were down. At this point there was about 500 lbs of fuel remaining; we stated we would be landing on XXL. We made normal left traffic to XXL and touched down on the Right Main only; gently lowered the nose; deployed air brakes and held the left wing up as long as possible while maintaining centerline with rudder and braking as long as possible. When the aircraft came to a complete stop; we shut down the engines; pulled the fuel cutoff and turned all electrical systems off. We verified there was no fire and exited the aircraft.




Synopsis: Air Taxi Captain reported an unsafe gear indication when the gear was selected down for landing. The QRH procedure was complied with but only the right main and nose gear were successfully extended. A landing with the left main gear retracted was then accomplished and the crew exited the aircraft.
Date: 201410
Local time of day: 1801-2400
Location: DET.Tower, MI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Distraction; Fatigue; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Weight And Balance; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: While taxiing for takeoff for runway 15 at night after being on duty for over 12 hours I departed from runway 15 at the intersection of taxiway 'C' and 15 instead of the end of runway 15. This was approximately 800-1000 feet from the departure end. The aircraft; fortunately; had no problems with the decreased runway available for takeoff. Factors which contributed to this error are fatigue; due to the long duty period I was experiencing. Secondly; cockpit distraction from passenger conversations which caused my concentration to not be as focused on taxiing the aircraft. Thirdly; there were numerous taxiway edge lights out of service at the time which contributed to the loss of position awareness.The tower did not indicate or say anything after departure and rest of flight was uneventful.Corrective actions would include limiting the duty period for flight crews to help alleviate any fatigue which may arise from the extended duty period. Secondly; stay focused on taxi operations and not let passenger conversations distract from 'flying the airplane'. Lastly; have timely repairs made to any airport lighting which could have helped illuminate the taxi ways and position awareness.




Synopsis: The pilot of a light jet took-off from Runway 15 from intersection C vice full length as planned. Cited as contributing factors were: fatigue (over 12 hours on duty); distractions from passenger conversation; and multiple inoperative taxiway lights.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: There seemed to be no headwind at all that day; with the ASOS reporting 360@3. Runway used was 27. When I turned to final; my airspeed was high at 80 kts; I like to be at 70 kts on final. I added full flaps early to slow down and pulled power way back. Closer to the threshold I was close to 70 kts so it looked okay. I continued on with what seemed to be a normal approach. As I got down close to the runway; I leveled off as usual. The plane seemed to float a long time; perhaps due to no headwind; but more likely because my airspeed was still too high. After a few seconds I started to pull back on the wheel to settle on to the runway with my main landing gear; and also because this plane is nose heavy and needs lots of back pressure. But instead of touching down; the plane rose up higher (ballooned); causing me to stop pulling back the wheel any further; as I tried to let the plane settle back down close to the runway. Instead a couple of seconds later the nose dropped and I bounced drastically up into the air. I tried to get control of the plane to land; but it bounced three more times. I taxied off the runway and checked for damage. I collapsed my nose gear; blew my front tire and had a prop strike.I believe the cause was airspeed too high; with zero headwind a contributing factor.When I noticed the plane was floating; I should have done a go-around; even though there was lots of runway left.When the plane ballooned up off the runway; I definitely should have executed a go-around; as settling back down near the runway and maintaining proper attitude would have been nearly impossible.When the plane bounced I should have gone full throttle and executed a go-around; rather than trying to regain control and make a good landing. I reviewed the Airplane Flying Handbook on floating; ballooning and porpoising that evening; and have a much better understanding of all three situations and the actions required.




Synopsis: C182 pilot reported airspeed too high on landing resulting in loss of aircraft control and a ground strike.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Cessna 152
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; 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: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was doing pattern work with my student. Once we turned crosswind; we noticed an aircraft pass underneath us approximately 50 ft. Aircraft Y made no radio calls and did not enter the pattern on a 45-degree entry. I took controls from the student and made the decision to go right over the lake to avoid further conflict. I made a call asking if there was 'anyone else on midfield left downwind Runway XX.' They did not respond. I made the decision to leave the pattern to the south after I noticed my aircraft was faster and going to overtake Aircraft Y. After I announced that I was leaving the pattern; the aircraft in question made a call that he was turning left base Runway XX. Shortly after Tower opened XA:00 and the aircraft departed the pattern to the north. Aircraft had capability to make the calls and chose not to; leading to a potential midair collision.




Synopsis: PA-28 Flight Instructor reported taking evasive action to avoid an uncommunicative aircraft as well as a potential midair collision while entering the pattern.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Other / Unknown; Communication Breakdown; Situational Awareness; Confusion; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Ramp
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Human Factors

Narrative: Taxiing to Z10 in the Z concourse at ZZZ we entered the ramp area without checking in with Ramp Control due to our confusion with ground clearances instructions. We were waiting on Y Taxiway to taxi to our gate and instructed by Ground Control to 'follow an aircraft ahead into West (the ramp area leading to our gate).' Usually these instructions are followed by 'contact Ramp Control.' However today we did not get those instructions. We followed preceding aircraft into West. I stopped on the north taxi lane without pulling into our gate and instructed my FO to check in with Ramp Control to make sure were cleared in. They in turn informed us that we needed to get clearance to enter the ramp and 'that Company A has been entering the ramp without clearance all week.' Hopefully this report will stop a clearly recurring problem. Maybe our confusion with ground controls clearance isn't only unique to us. We operate at many airports with Ramp Control and I can attest that there are standard instructions that we as pilots look for as cues such as being told to 'contact ramp control' before entering ramp. Compounding my confusion is the non-standard operations at airports because of COVID where air traffic is down; and Ramp Control has been frequently out of service. I thought I did the right thing by stopping to query my instructions. I admit I'm still getting used to the Z concourse procedures at ZZZ having operated at ZZZ even before all the construction. I should have queried earlier right at the boundary of the ramp and relayed the instructions I was following. Also; we observed another Company A aircraft read back the wrong instructions going into the West Ramp Control. They were told to taxi Y to West. The pilots read back 'taxi to the gate.' Which is incorrect because they were told to taxi to the ramp area not straight to the gate. Not sure if they were able to follow the instructions correctly. I'm more aware and learned from this experience and will be more vigilant going into ZZZ in the future.




Synopsis: Air carrier Captain reported entering the ramp without contacting ramp control and cited as contributing a confusing clearance and non-standard operations at airports where ramp control is frequently out of service due to COVID-19.