elihoole/asrs-aviation-reports huggingface dataset:
Date: 201212
Local time of day: 1201-1800
Location: ABQ.Airport, NM
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ABQ
ATC / advisory: Tower ABQ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: GPWS warning on visual approach to Runway 26. The weather was VFR; Visibility greater than 10 miles; clear skies and light turbulence. We were visually clear from terrain; and the terrain map was also showing us clear from terrain. Once we were aware of the GPWS warning we initiated a climb and the GPWS warning stop within 2 seconds. We continued the approach without further events.  I would suggest not making such a direct course on the visual to Runway 26. Go southwest over the terrain and then turn north for the base leg.




Synopsis: An Air Carrier on approach to ABQ Runway 26 received a momentary GPWS TERRAIN warning which ceased quickly after a climb was begun so the approach descent was continued to a successful landing.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Human factors: Training / Qualification; Workload; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: This was the first time the pilot landed at this location. The pilot noticed earlier in the day that the right rudder was frayed. Although the pilot was accustomed to flying from the right side; he switched to the left to avoid any potential rudder pedal cable failures. Pilot was on short final when he reacted to a sudden wind shear. Pilot reacted improperly on the controls; confusing left with right side operation. The aircraft impacted hard bouncing once. The landing gear partially collapsed. The propeller struck the runway and both blades broke in half. There was no physical runway damage. After the aircraft stopped the pilot; unhurt; removed the debris from the runway and rolled the aircraft to a tie down and secured with rope.Preventative measures would have been to get more acclimatization with the not-usual side in more benign weather conditions and more familiar airports.

Callback: The reporter stated that his visual perception and muscle movements were inappropriate for piloting his aircraft from the right seat. The windshear was not excessive; his response to the aircraft's movement was insufficient to deal with the aircraft's state.



Synopsis: A Pipistrel Virus pilot decided to fly his aircraft from the right seat because a left seat frayed right rudder cable. During his first right seat landing he reacted improperly to a wind gust; lost control of the aircraft and damaged the landing gear and propeller.
Date: 202012
Local time of day: 1801-2400
Location: DEN.Tower, CO
Flight conditions: VMC
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01; Tower DEN
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Single Pilot; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Initial approach into DIA I encountered two separate large drones that were in the Bravo airspace without authorization. One was at my level off to the right by about a quarter to half mile. The other was while in the descent into the airport shortly after the first encounter. Both created a collision hazard and cause for alarm. The aircraft was in a state of peril and threatened the operation. No further incidents had occurred after entering final for Runway 35L.




Synopsis: Air carrier Captain encountered two UAV's while on approach into Class Bravo Airport.
Date: 201912
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: IMC
Light: Daylight
Aircraft: PC-12
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
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: Wake turbulence occurrence on arrival to ATL. Approach control told us that we were in trail of a heavy Airbus; and a B-767...caution wake turbulence. IMC conditions; and ATC kept slowing us (apparently to gain more separation). Our altitude was 10;000; as I recall. The aircraft transitioned from smooth flight to 10 degrees nose up; and 20 degree left bank within a second; then immediately to 10 degrees nose down and 30 degrees right bank. It took full left aileron to stop the bank and begin to transition back to straight and level flight. No injuries; and the passengers were not overly concerned.




Synopsis: PC12 Captain reported encountering wake turbulence on approach to ATL in trail of an Airbus.
Date: 202009
Local time of day: 1201-1800
Location: I90.TRACON, TX
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Large Transport; Low Wing; 3 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZHU
ATC / advisory: TRACON I90
Second aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: Other Climb
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We Departed ZZZ; at XA31 Local time on the ZZZZZ4 departure. After vectors; we were cleared direct to ZZZZZ intersection; climbing through approximately 11;000 feet; cleared to 16;000 [feet]. We were just above the Houston Class B near the western edge. We were with Houston Approach on 132.15. We became aware of traffic at 1230 and about 7 miles. I don't recall if the controller; the TCAS (Traffic Collision Avoidance System); or my copilot pointed it out; but I speculated out loud that I thought we would pass above the traffic. As I recall the traffic was 900 feet above when I first saw it on the TCAS display. While climbing at 2;000 feet per minute; accelerating from 250 to 300 knots; we received a 'Descend; Descend' Resolution Advisory from the TCAS; directing us to reverse the climb and descend at more than 1500 feet per minute. We complied immediately and the copilot observed Aircraft Y pass less than 500 feet above us. He estimated 200 feet. As we were descending; the Controller cleared us to climb; and we advised that we were complying with a TCAS RA (Resolution Advisory). After passing the traffic the TCAS cleared and we resumed our climb after confirming with the controller that we were cleared to climb. After landing (more than three hours later) I called the Houston TRACON and spoke with the supervisor. He was aware of the incident; and had just finished debriefing with the controller. He advised that the situation arose when the controller was returning to duty from his break; and the conflict was missed in the transition from one controller to the next. As I understand; Aircraft Y was maneuvering VFR.




Synopsis: Flight Captain reported Near Mid Air Collision with twin engine aircraft during Climb.
Date: 201205
Local time of day: 1801-2400
Location: ANC.Airport, AK
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E A11
ATC / advisory: TRACON A11
Second aircraft: Piper Aircraft Corp Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: A B747 was shipped to me on a SID at which time I climbed him and turned him on course. When the B747 was out of a safe altitude with no more conflicts; I issued the Center frequency at which time the B747 pilot informed me they had received a TCAS (no RA) and asked about our terminal separation requirements. I informed the pilot that the aircraft was VFR and maintaining visual separation and was also on a VFR route which keeps them clear of departing aircraft. I also advised of basic terminal RADAR separation between VFR and IFR aircraft. The pilot switched frequencies without any other questions. On review of the tapes; the VFR had been issued traffic and had the Heavy in sight; the Heavy had been issued traffic and they had the VFR in sight. Have some sort of information passed on to pilots explaining separation requirements.




Synopsis: A11 Controller described a TCAS event between an IFR air carrier departure and a VFR overflight; both with each other in sight and visual separation standards being applied; the reporter suggesting flight crews be better informed as ATC requirements.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Squat Switch
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Conducting initial operator experience as Check Airman; First Officer [was] pilot flying. Repairs supposedly made from previous day. After departure: Autothrottles locked in THR HOLD. TCAS failed. Mode Control Panel (MCP) would not allow movement of airspeed bug; engagement of VNAV or LNAV. Cabin began an uncontrollable climb. Manual pressurization made rate of climb worse. Stopped climb at FL180. [We] declared an emergency. Allowed the First Officer to make an expedited decent to 10;000 FT after ATC clearance received. ACARS again would not allow diversion message to be sent. Informed flight attendants; company and passengers we were returning to the departure airport. First Officer landed after level 1 automation visual approach. Landing was uneventful. Cabin altitude never exceeded 7;000 FT. Crew/passenger O2 not used.

Callback: The Reporter stated that he flew this aircraft the day before when only pressurization and autothrottles failed. Maintenance did not pick up on any failure except the pressurization write-up. Therefore; the Pressurization Controller was replaced and the aircraft signed off. The fact that only a few systems reverted to the ground mode the day before was somewhat confusing. During this second event; the following day; all systems affected reverted to the ground mode which made diagnosis of the root problem clearer. The nose gear ground air switch was the failed component and it was replaced which apparently corrected the problem.



Synopsis: A B737-400 nose gear ground/air sense squat switch failed to the ground mode preventing aircraft pressurization and other systems from functioning so an emergency was declared and the flight returned to the departure airport.
Date: 201708
Local time of day: 1201-1800
Location: DYL.Airport, PA
Light: Daylight
Aircraft: Small Aircraft
Flight phase: Final Approach
Airspace: Class G DYL
ATC / advisory: CTAF DYL
Second aircraft: Small Aircraft
Reporter function: Other / Unknown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action

Narrative: From the ground I witnessed two airplanes on final to Doylestown airport have a near miss as they simultaneously turned to final. The lower aircraft was a high wing and the plane immediately above it was a low wing. I had previously held a student license and estimated they were approximately 500 ft AGL. The [high wing aircraft] took evasive action turning west while the overhead plane continued to final. I estimated the distance between the two aircraft to be about 40 ft.




Synopsis: Ground observer reported witnessing a NMAC between two light aircraft on short final to DYL airport.
Date: 201402
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: CAVU. Visual [approach]. ATC speed request of 180 to FAF. Slowed after the FAF; selected Flaps 30 under 168 knots. First Officer (FO) went to Flaps 25 when speed bumped up above 168 knots.  Flaps went all the way to the 20 position and we got the trailing edge (TE) and leading edge (LE) disagree caution lights. We were on glideslope; on the VASIs; and in a position to land with the appropriate airspeed. Elected to land with Flaps 20. Had FO confirm airspeed for flaps 20. Landed on centerline; on speed and in the landing touchdown zone. Approach was stabilized. Wrote up the flaps.




Synopsis: B757 flight crew experienced TE and LE Flap Disagree caution lights on final approach and elected to continue to land without further incident.
Date: 201502
Local time of day: 0001-0600
Location: ZID.ARTCC, IN
Aircraft: Fighter
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Tactical
Flight phase: Climb
Airspace: Class A ZID; Special Use CHARLIE ATCAA
ATC / advisory: Center ZID
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working the BUCKEYE MOA/ATCAA (Air Traffic Control Assigned Airspace) and the CHARLIE ATCAA A/B when one of the military aircraft; I'm not sure to which flight it belonged; had a Whiskey Alert that I called on them after busting the altitude ceiling in the CHARLIE ATCAA. The ceiling was FL280 and the aircraft was up to FL298 before I could call the alert. At that point; the aircraft turned off MODE C so I couldn't see their altitude. These pilots are supposed to be aware of the airspace and the LOA governing the military airspace. Upon clearing both flights into the MOA; they each read back the altitude assignments correctly; I even verified the second one; as it had been stepped on in the read back. I warned that we might send them home; verified that they were now in the confines of the airspace; and made the aircraft turn the MODE C back on so I would know the altitude in the future. We had a civilian aircraft at FL340 overflight right above the offending aircraft.I recommend that the military pilots using this airspace get a better understanding of the importance of following the LOA; and of remaining within the designated airspace. We often don't let them have the CHARLIE ATCAA unless a tanker is in there for just this reason. CHARLIE ATCAA is supposed to be a refueling shelf; not a dogfighting extension of the already-large BUCKEYE MOA.




Synopsis: ZID Controller reports of a airspace violation above a warning area by a military aircraft.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: clear; 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was over departure end of runway when engine lost power and was running VERY rough. Coincidentally; at that point; Tower told me to change to Departure; but I said I needed to stay with Tower and return to land.  I entered a right down wind to [departure] runway; and we agreed I would land on [another runway] since I was already in a right base to the closer runway.  Tower asked if I wanted to [advise ATC].  Since engine was still VERY rough and I had no idea what it would do next; I answered that yes; I was [advising].  Tower cleared me to land; and I did. Crash trucks arrived; and their crews assured me that there was no fire; no smoke and no leaking fluids.  I started the engine again; taxied to the ramp; tied the airplane down and left it there until I could get a qualified mechanic to look at the engine.  An FAA licensed mechanic met me at the airplane [three days after]; and after several tests; disassembled the left carburetor and discovered a severely clogged jet. He cleaned the jet; reassembled the carb and engine ran normally. I flew it back to home airport that afternoon.




Synopsis: Pilot of light sport aircraft reported engine problems after takeoff resulted in a return to the field.
Date: 201504
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: We were assigned the RIIVR2 arrival into LAX. While descending on the arrival to cross RIIVR within the charted restriction (approximately 10 miles prior to RIIVR); we encountered severe wake turbulence. The aircraft rolled violently to the right followed immediately by a violent roll to the left. My head struck the side of the aircraft hard enough to generate a pain from my neck down to my shoulder blades. After recovering the airplane to level flight; I queried ATC and informed them that we had a severe wake encounter. ATC advised that we were 12 miles in trail of a Boeing 777 that was also landing 25L. I advised that the encounter had nearly rolled our aircraft inverted and ATC issued a new clearance to land on 24R. We were able to continue and change the runway/approach in the FMS to 24R. We landed without incident.In trying to replay this event; I can't recall ever hearing or acknowledging that we were following a 777. Now I know to avoid them.




Synopsis: BAE-125-850XP Captain reported encountering 'severe' wake turbulence twelve miles in trail of a B777 on RIIVR Two Arrival into LAX.