elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Initial Climb
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
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: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I announced our departure from Runway XX at ZZZ and began the departure. Winds were 320 @ 11/G19 confirming runway choice. Climbing out at approximately 400 ft. I saw a black dot in the windscreen that appeared stationary. It rapidly grew in the windscreen and was clear it was a helicopter on a head-on course with us. It appeared it was on a final for Runway XY. Once I was clear on the approaching helicopter's course and altitude we took immediate evasive action to avoid the collision. Our action was to immediately push the nose over with a sharp bank to the right. The helicopter gave no indication of a course change until after our evasive action. I believe our wing up bank attitude change got the approaching pilot's attention and at that time I could see the pilot make a course change off my left shoulder.My instructor made a radio call to the approaching pilot regarding his course into the airport active runway resulting in a near mid-air collision. His call was met with a dismissive attitude and a statement to the effect he could use any runway he wanted. He also stated that he had us in sight the whole time however he made no attempt to alter what in my opinion was a certain collision.While the pilot was operating in a careless and reckless manner; the more disturbing aspect of the incident was the pilot's dismissive and poor attitude in the exchange after the incident took place.The operation of the helicopter by this pilot was clearly careless and reckless as stated in 14 CFR 91.13.




Synopsis: Departing Cirrus pilot reported a NMAC; while on the upwind climb; with an incoming helicopter.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Clear; 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was in the process of landing at ZZZ and upon landing lost directional control after over rotating and striking the tail tie down and rudder; causing the aircraft to roll 30 yards off the right side off the runway after skidding about 500 feet on the main gear and tail on the runway without striking anything else and proceeded back on the runway and taxied to ramp.




Synopsis: A Light Sport aircraft pilot reported losing control of the aircraft while landing resulting in a tail and rudder ground strike while skidding off the runway. The pilot was able to taxi the aircraft back onto the runway and park.
Date: 201503
Local time of day: 1201-1800
Location: ARW.Airport, SC
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Second aircraft: Cirrus Aircraft Undifferentiated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While approaching Beaufort County Airport (ABW) from the northwest I could hear a Cirrus aircraft announcing his position in the pattern.  I heard and later observed the Cirrus operating from the airport from my aircraft position as I approached for a left base entry. I announced my position on CTAF as Beaufort Traffic Arrow left base Runway 7. The Cirrus pilot broadcasts on the frequency that runway 7 is right traffic. I acknowledged the Cirrus with a double click on the communication radio transmit button; as I was already established on the right base for Runway 7. I observed the Cirrus rolling out on runway 7 and enter the runup area; located at the approach end of Runway 25. I announced on the CTAF Beaufort Traffic Arrow turning final runway 7. I landed while observing the Cirrus holding in the runup area at Runway 25. I announced Beaufort Traffic Arrow back taxi runway 25 to the ramp. The Cirrus pilot announced that he had a Designated Pilot Examiner on board. Turning off Runway 25; I announced Beaufort Traffic Arrow clear active; taxi ramp. I stopped my aircraft at a parking spot on the ramp and departed the aircraft to push it back to the tie down spot. As I was standing at the nose of my aircraft and preparing to push it back; the Cirrus taxied by on the ramp with it's right wing almost colliding with me and my propeller spinner by approximately 12 inches. I took evasive action by jumping to the side of the my aircraft as the Cirrus passed by. The Cirrus proceeded to taxi on the ramp to the taxiway leading to Runway 7. The Cirrus took off from Runway 7 and departed the airport traffic area.At no time was there a risk of collision with the Cirrus in the air or on the runway or taxiway; except when the Cirrus almost collided with me and my airplane while I was attempting to push the aircraft back into the aircraft tie down area. There was no corrective actions taken by me in the pattern; nor on the runway; until after my aircraft was parked.




Synopsis: PA-28 Pilot reported that after landing at ABW another light aircraft taxied within a foot of his parked aircraft; possibly in response to the PA-28 flying an incorrect pattern.
Date: 202202
Local time of day: 1201-1800
Location: GEU.Tower, AZ
Flight conditions: VMC
Weather elements / visibility: 70
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class D GEU
ATC / advisory: Tower GEU
Second aircraft: Amateur/Home Built/Experimental
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: After landing; Ground Control gave me a phone number to call for a possible pilot deviation. After engine shutdown I called the phone number given and talked to the Tower Controller at GEU. The Controller informed me that I had just flown through their airspace without a clearance and that I had come within 300 ft. of another airplane. During our conversation he asked for and I provided him with all my pertinent information. He then told me that the Tower Chief would call me if there was anything else they needed.  After hanging up the phone I just sat there trying to digest what had transpired. How could I have made such a blatant mistake. I've been flying out of this airport for over 8 yrs. The airspace out here is congested. There are 4 airports within 15 miles of each and all underlying Class B airspace. Because it's rare to get a clearance into the Class B over here; it is just common practice when departing to request clearance to fly through GEU's airspace.  Both going and coming.  But on this day at about 30 miles out and 7;000 ft. I called Approach to request clearance into the Class B.  And to my pleasant surprise my request was granted.  I remember thinking this would be great!  Instead of having to keep changing altitude to stay under the Bravo; I would just set up a nice smooth descent to the downwind. And since we were landing to the north I would remain high enough not need to get clearance through GEU's airspace. All of that was my thought process; about 20 miles back and 7 minutes earlier. The result was that I had allowed myself to become complacent. Something I have fought hard against my entire flying career. I did Not make sure to stay on top of my position.




Synopsis: Pilot reported entering airspace without a clearance and later being informed that he came within 300 feet of another aircraft.
Date: 201704
Local time of day: 1201-1800
Location: AEJ.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: During cruise; at our assigned altitude of FL200; Denver ARTCC asked us what type of approach we wanted to execute for landing at AEJ. We requested an RNAV (GPS) approach to Runway 33. ATC cleared us to KANON direct to destination airport. We received a frequency change to 119.85 Denver ARTCC. After establishing communications on the new frequency; we received a clearance to descend to 16;400 feet. I then established visual contact of the arrival airport.  While descending through FL180; ATC informed us that radar contact was lost on our flight. While descending through 17;900 feet; we started having difficulty hearing transmissions from ATC on our radio. We asked for an approach clearance in the blind.  Denver ARTCC replied; 'You're on a visual approach; why do you need an approach clearance.'I interrupted their reply as to having a visual approach clearance. I set up the automation of the aircraft to commence the approach. During the descent; communications with ATC was very poor. Therefore; we received broken messages with another aircraft on the frequency. We then heard a broken and weak communications between Denver ARTCC and aircraft to relay to us we were 1;000 feet below assigned altitude. I stopped the descent at 15;400 feet and started a climb back to 16;400 feet. At 15;800 feet; we heard another poor transmission between Denver ARTCC and the aircraft; to relay to us that we were cleared for an approach to AEJ. I re-established the aircraft on the RNAV (GPS) approach to runway 33. After landing; we canceled our IFR flight plan by telephone.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Turbojet flight crew reported encountering communications difficulties with Center while approaching a mountainous terrain airport.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Gusty Crosswinds; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Weather; Procedure; Human Factors
Primary problem: Procedure

Narrative: Before taking off this morning; I completed one final check of the weather in route to ZZZ. The forecast showed sky clear below 12;000 feet. About 1 hour and 45 minutes into my journey; I found clouds moving in below my flight path and in front of me. I checked the weather along the route and at my destination via ADS-B in the plane; and also tuned in the AWOS for ZZZ and other airports along my route. The ADS-B weather was still saying clear; but the AWOS reporting for airports were calling a low overcast forming. Realizing the weather was not getting better; I found a hole to get through the clouds; maintain contact with the ground; and landed at ZZZ1. After waiting for the weather to clear for 3 hours at ZZZ1; I took back off for ZZZ. The 38 miles flight over was slightly bumpy; but uneventful. I was cleared by Tower to land on Runway 32. I heard the Tower Controller give a wind check to the pilot who landed in front of me at 070 at 10; but winds were gusting. I descended on final with a right crab to counter the crosswind and added right rudder shortly before touchdown to straighten out the plane. The airplane touched down normally. After starting my roll out; the left wing suddenly dipped and the right wing rose. I was trying to counter with right rudder and aileron to straighten the plane out; but that caused it to nose over; causing a prop strike and a minor left wing tip scrape. I believe a strong wind gust hit the plane shortly after touchdown; causing the sudden raising/lower of the wings. I would like to review my control inputs with an instructor to find out anything I could have done differently.




Synopsis: C-172 pilot reported a ground strike caused by gusting winds on touch down.
Date: 201907
Local time of day: 1801-2400
Location: LLBG.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Airspace Structure; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: We received a different SID during descent than what was programmed into the FMC. At the same time the new SID was being loaded; the crew was dealing with GPS jamming that is common going into TLV and applying the procedures included in a pilot bulletin addressing this issue. The altitude restrictions on the ILS approach had been checked before the new SID was loaded. As the crew was reviewing the GPS jamming procedures; one of the relief pilots noticed the aircraft had descended 300 to 400 feet below an altitude restriction on the approach. The PF leveled the aircraft off; and all subsequent altitude restrictions were rechecked and met.




Synopsis: Airline First Officer reported experiencing GPS jamming while on approach to Ben Gurion Airport.
Date: 201709
Local time of day: 0601-1200
Location: AVL.Airport, NC
Flight conditions: IMC
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground AVL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Procedure; Human Factors; Chart Or Publication
Primary problem: Airport

Narrative: There is significant construction going on in AVL that has resulted in the actual taxiways in use not matching those depicted on the current Jeppesen airport diagram. With the low visibility during taxi out in the morning (night conditions; full darkness) to runway 35 it would have been very easy to miss the turn we needed to make off of taxiway A and end up in an area where we could not turn around and had no way out (Can you say 'Golden Towbar Award'?). As soon as we got the jet onto taxiway A after leaving the gate; pointing south; we stopped the aircraft and asked Tower where our next turn was; because I had a hunch if we missed it we would be in a tough spot; and with them not being able to see the jet and our taxi diagram not matching what we were actually seeing that could easily happen. Tower told us to take the next right (more than 90 degree turn) onto taxiway P (not depicted on the diagram); go across the old runway; and hold short at B2 (also not depicted). At the beginning of all of this we were told we could expect takeoff from B2 intersection but we could not accept it because our takeoff performance software could not provide data. We were not surprised that we could not get data given the construction; and doubt I would have accepted it anyway given the low vis and terrain combined with the significant reduction in runway length that would have been the result. So; we back taxied on 35 and departed without incident but we had concerns about other crews having a different outcome; especially with low visibility when they cannot see the construction until it is too late. Causes were low visibility at night; airport construction; taxi diagram significantly different than the actual airport layout; and at an airport with close terrain. I recommend we put some detailed guidance in the AVL Station Bulletin AND put out a must read bulletin that tells crews the Station Bulletin has been updated; and include a good taxi diagram. Give Jeppesen a call and get them to fix their diagram.

Callback: The reporter verified that although the airport diagram was incomplete; the airport signage for Taxiways P and B2 did reflect the taxi clearance they received.



Synopsis: Air carrier Captain reported construction at AVL has resulted in the actual taxiways in use not matching those depicted on the current Jeppesen airport diagram.
Date: 201311
Local time of day: 0601-1200
Location: ORD.Airport, IL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: B737-900
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: On initial check-in with ORD Approach Control we were assigned Runway 27L. The Controller on the second Approach Control frequency gave us an intercept heading of 290 degrees to intercept the final approach course. Approximately one minute later the Controller's instructions were to turn to 250 degrees to re-intercept the final approach course. The pilot not flying informed the Controller that our 290 degree intercept heading looked good for [Runway] 27L. The Controller then stated that our assigned runway is 28C and we needed to turn to 250 degrees and then said 'I am not sure what runway I assigned you'. On our new heading of 250 degrees we intercepted the Runway 28C approach course approximately 25 NM out but were now only 3 NM from the proceeding aircraft. We then experienced a wake turbulence event which required the autopilot to be disconnected and power to be added. The pilot not flying informed the Controller that we were too close to the preceding aircraft and that we were slowing to 190 KTS. After this event the remainder of the approach and landing were uneventful.


Second narrative: I notified ATC of the wake turbulence encounter and that we were slowing to 190 KTS. The response back was; 'it was a 737-900 and it was the same type airplane and it should not be a problem.'  Well it was a problem and I had not yet been cleared for a visual approach yet and separation was the Controller's responsibility.  We slowed and the rest of the approach was uneventful.


Synopsis: A B737-800 encountered the wake vortices of a B737-900 on approach into ORD.