elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 0001-0600
Location: ASE.TRACON, CO
Light: Night
Aircraft: Falcon 2000
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ASE
ATC / advisory: Tower ASE
Second aircraft: PC-12
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery; Local; Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was working Local Control; Ground Control; and Flight Data all combined. Aircraft X was on the visual approach Runway 15 into ASE.  Aircraft Y; was awaiting departure on Runway 33.  When Aircraft X was on a 7 mile final; I launched Aircraft Y.  Aircraft Y was on the LINDZ8 departure Runway 33.  This is an opposite direction operation.  I called traffic to Aircraft X and he said that he had Aircraft Y in sight.  I then told Aircraft Y to start his right turn per the LINDZ8 departure and called out the Aircraft X traffic to him.  Aircraft Y said he was in the heading of 343 and looking for the traffic and then reported that he had Aircraft X in sight.  I then taxied a VFR C185 to RWY 33 and while I was giving the C185 taxi instructions; I noticed that Aircraft X was climbing.  I immediately said to Aircraft X; 'Say intentions.'  Aircraft X replied that it was just too close and that he had received a TCAS RA.  I asked Aircraft X if he could maintain his out terrain and obstruction clearance.  Aircraft X said yes.  So I instructed him to do so and to enter a left downwind to Runway 15.  Then I cleared Aircraft X to land on Runway 15 again.  Aircraft X landed on Runway 15 without incident.This is normal operation for the Aspen airport and I find it completely safe if the aircraft fly the profile.  The way the TCAS RA had the arrival climb into the departing aircraft is the most concerning thing.  There is no overriding a TCAS RA; but the way ASE does their operations puts the aircraft and the controller in a tight place when there is a TCAS RA during a wrap (the departing aircraft climbing out to the east; then wrapping behind the arriving aircraft to climb to the west).  I think that pilots need to be prepared to fly into ASE and know that if there is a departing aircraft that aircraft will come in close proximity to them.




Synopsis: Controller departs opposite direction traffic with arrival on seven mile final; causing arrival aircraft to receive an RA.  Arrival then executes missed approach and returns to land.
Date: 201205
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Aircraft Heating System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Relief Pilot; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft had been dispatched with several air conditioning issues. During cruise we lost control of the cabin temperature. We contacted [Maintenance] and they suggested cycling [a] circuit breaker to reset the trim air system. We did so and regained control of the cabin temperature system.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: B767-300 flight crew reported difficulty controlling cabin temperature. Maintenance suggested re-setting a circuit breaker that solved the problem.
Date: 201705
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Light: Dusk
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C SNA
ATC / advisory: TRACON SCT
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Equipment / Tooling; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was the radar controller sequencing multiple aircraft to the SNA ILS final. I cleared Aircraft X for an ILS approach at proper glide path altitude and intercept angle. Aircraft X was issued a speed control of 110 kts or faster for spacing. Aircraft initially went through the final and stated he was correcting. Aircraft then proceeded to over correct and turned almost opposite direction into Aircraft Y being sequenced behind on a right base.Fusion RADAR causes targets to jump around; especially for slow moving aircraft. This allows controllers to hesitate and observe if the track movement is false before taking action.




Synopsis: SCT TRACON Controller reported a loss of separation.  Controller reported FUSION Radar contributed to the inability to catch the error sooner.
Date: 201507
Local time of day: 0601-1200
Location: GGG.Tower, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: IAI1124/1124A Westwind
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Final Approach
Airspace: Class D GGG
ATC / advisory: Tower GGG
Second aircraft: T6A Texan II / Harvard II (Raytheon)
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We were vectored to final for traffic avoidance and sequencing. On final; approximately 3 miles from the airport our landing clearance was cancelled and we were directed to the overhead pattern at or above 2200 MSL with midfield break to left. We executed the maneuver and were cleared to land again. Upon rolling out on short final; the first officer spotted the T-38. We were at approximately 500 ft agl. Throughout the rollout onto final tower had told the T-38 about Westwind traffic and he reported us in sight. We were close enough to see the T-38's pilot looking for us. We landed uneventfully and the T-38 landed shortly after us.




Synopsis: After initially being vectored for a straight in approach a Westwind twin jet Captain is cleared to make an overhead entry into the VFR traffic pattern. At 500 feet AGL on final a T38 is spotted by the First Officer in close proximity but the approach is continued to landing. The Tower had advised the T38 pilot of the Westwind traffic he was to follow and the T38 pilot had reported the traffic in sight.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: I'm submitting this report as a reminder of the hazards associated with cumulonimbus buildups in the terminal area; even though the flight was minimally impacted. We were flying the ZZZZZ5 RNAV arrival into ZZZ. I can't remember exactly where on the arrival we were; possible flying direct to [an airport] or we may have been on an assigned heading at this point - it isn't really important. We were cleared to descent to FL240. As is usually the case in [area] in summer time; there were numerous buildups in the area; including a pretty large thunderstorm to the northeast of the airport. Fortunately this arrival comes in from the west; so we were VMC for the entire route. There was a small CB buildup directly in our path as we were leveling off at FL240. I didn't think much of it because I could tell that we would fly through near the top of it and be out the other side in just a few seconds. I expected it to be slightly bumpy; nothing more. However; we entered the cloud right as we were leveling off; and I encountered the worst turbulence of my career. The aircraft was immediately knocked into an approximate 20-30 degree left wing down attitude and we went below our assigned altitude by about 200 ft. It caught us completely off guard. We had a deadhead and a jumpseat crew member sitting in the seats. Fortunately they were strapped in. As expected we were out of the cloud almost as soon as the incident started - probably no more than a couple of seconds. I disconnected the autopilot to manually get us back to our assigned altitude of FL240. We reautomated and rest of the arrival and approach were uneventful. I am not certain that this technically qualifies as severe turbulence or not but it was certainly borderline.  In hind sight it might have been a good idea to request a deviation around the cloud; but as I said it wasn't very big and I really didn't expect it to be as bad as it was. Good lesson learned.




Synopsis: B767-300 Captain reported severe turbulence; causing a loss of aircraft control.
Date: 201910
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach; Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Aircraft In Service At Gate; In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ILS/Visual approach to 4R EWR. On a heading of 140. The controller gave us a clearance to turn left to 120; also to descend to 3000; slow to 180 and continue descent to 2000. First Officer (FO) descended to 3000; while reducing speed; extended speed brakes. Controller started to issue new heading clearance; however after stating turn left to 070; he said; are your guys doing this on your own? Presumably he noticed we were already turning and forgot that he had given us the previous turn. We didn't know how to respond and there was a pause; controller came back and stated; 'Oh I gotcha now; turn to 070;' and he cleared us to intercept and for the approach. The pause distracted the FO enough to forget he had used the speed brakes. The aircraft got slow; FO added power and pitched down to recover speed; I noticed he still had speed brakes extended; I queried him and he retracted them causing the speed to climb above 200kts; flaps 5. During recovery we briefed flaps 25; added the wind correction of 15kts for a target speed of 143 and continued; thinking we had recovered we continued to landing; however the printer printed out that we were between 170 and 160 KTS below 500.




Synopsis: Captain reported EWR ATC's confusion about a previously assigned heading contributed to confusion in the cockpit consequently resulting in procedural; speed errors; and an unstable approach.
Date: 201210
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence; Windshear; 1
Light: Daylight
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Physiological - Other; Workload
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: We departed TEB on Runway 24 via the RUUDY 4 departure. We had some windshear on initial rotation on departure. As I was climbing on the RUUDY 4; I mistakingly did not stop my climb at 1;500 at WENTZ Intersection. I continued to climb to 2;000. I crossed WENTZ Intersection at 2;000 instead of 1;500 FT. I was distracted from the windshear on takeoff and missed the crossing restriction.




Synopsis: A BE40 Captain; distracted by the turbulence and weather; failed to level at 1;500 FT during a TEB RUUDY 4 Departure and climbed non stop to 2;000 FT.
Date: 201410
Local time of day: 0601-1200
Location: DSM.TRACON, IA
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; Turbulence; Windshear; 3
Light: Night
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C DSM
ATC / advisory: TRACON DSM
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Initial climb after departure. Encountered wake turbulance that rolled the aircraft 90 degrees left.




Synopsis: SR22 pilot reported encountering wake turbulence after departure that resulted in a 90-degree roll.
Date: 201811
Local time of day: 0601-1200
Location: N90.TRACON, NY
Aircraft: EMB-505 / Phenom 300
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class B N90; Class E TEB
ATC / advisory: TRACON N90
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors; Company Policy; Manuals; Airspace Structure
Primary problem: Airspace Structure

Narrative: I was arriving from the south on the RNAV arrival. We were given a vector for the ILS and assigned 2000 feet. Just as we were entering the airspace UNDER Class B airspace; ATC told us to maintain 250 knots until advised. I told the controller that 'we could for another 5 miles and then we'd need to slow'. He curiously responded; 'Why for?' I responded that we'd clearly be under Class B and the speed limit is 200 knots'. He said that 'they could waive that speed limit'. I politely refused the clearance and we received a 60 degree delay vector while two other arrivals behind us were given priority over us because they were willing to break the speed limit under Class B. Vectors to the ILS followed and we landed but I'd like to get some clarification on this speed issue. Can ATC waive the speed in normal operations? Let's get pilots and ATC on the same page regarding these speed limits.




Synopsis: EMB505 Captain reported receiving excessive delays after refusing ATC clearance to maintain 250 knots below Class B Airspace.
Date: 201508
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZAB
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Conflict NMAC; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: Drone was 2 feet in diameter at exactly 5000 MSL on PXR 030 at 23 DME; evasive action was taken. It was silver and cylindrical.




Synopsis: An instructor reported a close encounter with a drone (UAV) at an altitude of 5;000 feet; requiring an evasive maneuver.
Date: 201705
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared left; cleared right; turned on taxi light; started taxi. Multiple vehicles failed to realize we were moving; had to press brakes abruptly causing one flight Attendant to bump up against forward galley; and other FA falling into the another FA in back galley. No reported injuries. Ramp tower observed all this going on. Several vehicle numbers were given to ramp tower.




Synopsis: A320 Captain reported he had to brake abruptly to avoid a collision with ground vehicles during taxi at ORD.
Date: 201701
Local time of day: 0601-1200
Location: SJU.Tower, PR
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Utility / Infrastructure
Flight phase: Cruise
Airspace: Class C SJU
ATC / advisory: Tower SJU
Second aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: The Approach Controller pointed out a survey flight; Aircraft Y; that was transiting from west to east at 2000 feet. The Approach Controller switched Aircraft X to tower; at 2000 feet inbound from southeast turning straight towards Aircraft Y with 200 feet difference and they did not have Aircraft Y in sight. I issued traffic again and pilot replied he had him on TCAS. I instructed Aircraft X to descend to 1500 feet for traffic; pilot then reported Aircraft Y in sight. Aircraft X passed underneath Aircraft Y approximately 200 to 300 feet.Recommend survey operations be during night shifts when there is less traffic. Approach control should have issued traffic before switching control to tower.




Synopsis: SJU Tower Controller received an aircraft from the TRACON at the same altitude and on a conflicting course with orbiting traffic known to both Controllers.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: Citation III; VI; VII (C650)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Confusion; Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Descending to assigned altitude of 13;000 ft traffic with below at 12;000 ft. The aircraft leveled off with autopilot in alt hold at 13;000 ft. I looked down at the FMS; selected direct to assigned intersection; looked up and aircraft was in a descending right hand turn. The Co-pilot indicated autopilot had disconnected and applied back pressure to regain altitude but because of bank co-pilots back pressure increased bank from standard rate angle of bank to 45 degrees of bank. The Pilot applied unusual attitude recovery procedures. Leveled wings then increased back pressure to climb back to assigned altitude of 13;000 ft. There was a loss of 500 ft with altitude deviation.




Synopsis: Pilot reported the auto pilot disconnected causing a temporary loss of control and altitude loss.