elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: 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
Primary problem: Environment - Non Weather Related

Narrative: While departing 24L behind another carrier's B777; the aircraft encountered wake turbulence at approximately 1;200 FT MSL. The aircraft rolled approximately 20 to 30 degrees and experienced moderate turbulence. The event caused concern from our flight attendants and passengers. I believe the preceding B777 was airborne before we crossed the hold short line to hold on the runway. There was sufficient time for a couple of aircraft to cross the runway downfield before we took off. We reported the wake turbulence to the Departure Controller and she stated that the preceding B777 was eight miles south of our position. I am submitting this report because I believe we had proper separation from the preceding B777 and the aircraft still encountered wake turbulence.




Synopsis: B737-800 First Officer reported encountering wake turbulance eight miles in trail of a B777 departing LAX that caused 20 to 30 degrees of roll.
Date: 201704
Local time of day: 1801-2400
Location: JFK.Tower, NY
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground JFK
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Gate; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Airport; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Aircraft X was an arrival aircraft with a gate wait and for as long as possible without disrupting traffic I let the aircraft remain short of its taxiway entrance until it began to inhibit my operation. At which time I instructed Aircraft X to continue taxiing via Alpha and to hold short of taxiway Quebec. The pilot read back the instructions. Then Aircraft Y; a departure called for taxi at which time I advised the pilot Runway 31L; taxi via left Bravo and to hold short of Foxtrot. Additionally Aircraft Z; a disabled aircraft on the movement area of taxiway Bravo between Victor and Whiskey advised they needed assistance. An emergency vehicle said they were on their way to the aircraft which required a Runway crossing. Aircraft X advised they were at Quebec. I acknowledged with a 'roger'. But at that specific moment the vehicle also called clear of Runway 31R and several other aircraft called for initial taxi instructions. Aircraft X then advised that Aircraft Y's wing went over their aircraft. I responded that they were instructed to hold short of taxiway Quebec. The pilot informed me they tried letting me know they were on Quebec. Aircraft X had no damage to their plane and were instructed to taxi back to the ramp via Bravo when their gate became available. To avoid the re-occurrence of this event I would recommend that if a pilot is instructed to hold short of a specific point and they make a mistake to advise the controller sooner than in this instance. I also believe that in the event ground control is as busy as it was maybe it would be beneficial to have the disabled aircraft and emergency vehicles talking to a Ground Control 2 if it could be open staffing permitted.




Synopsis: JFK Ground Controller reported a taxiway incursion and another taxiing aircraft's wing went over the aircraft that was supposed to be holding short. Pilot attempted to advise Ground Control that they were not where they were supposed to be.
Date: 201412
Local time of day: 1801-2400
Location: RNO.Airport, NV
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach
Airspace: Class C RNO
ATC / advisory: Tower RNO
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On final approach to ILS runway 16R inside Tackle final approach on glide path and on locaizer at approximately 7;700 feet- received a GPWS warning with no other EGPWS indications of terrain on scope or radar altimeter warning. 'Terrain terrain pull up' narrated then ceased. Began to initiate recovery; but stopped as warning stopped abruptly and runway in view and glidepath normal. Landed.


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


Synopsis: A320 flight crew reported receiving a momentary GPWS 'Terrain - Pull Up' warning on approach to RNO when they were on the glideslope with the runway in view.
Date: 201606
Local time of day: 0001-0600
Location: HEF.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D HEF
ATC / advisory: TRACON PCT
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Engineer
Human factors: Communication Breakdown; Confusion; Workload; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After takeoff; climbing out on the ARSNL4 Departure and turning to intercept the course to GADZI intersection; we were at 1;100 feet when I heard and saw the warning of another aircraft. The advisory system showed 00 foot difference in altitude and the yellow warning dot was superimposed on top of our aircraft.I looked out and saw another single engine aircraft heading directly for us at coequal altitude. At that point I yelled to the pilot and took control of the aircraft and dove left to avoid a collision. The pilot of the other aircraft made a turn to the right to reenter the traffic pattern. We continued with our flight.After returning to HEF; we contacted Potomac Approach and the Manassas Tower manager. The HEF's Manager said his Tower Controller had lost sight of the plane on radar and thought he had turned into the pattern. When the other plane reappeared on the radar it set off a collision alarm. Potomac's alarm went off about the same time as we called in to report the near midair collision.In asking questions of the Tower Manager; we found out the other pilot was a student pilot who was supposed to be in the closed traffic pattern; but had climbed straight out toward pattern altitude before turning.Seems to be a controller not paying attention and launching a plane on parallel runway within seconds of clearing us for takeoff. Second; had the controller known it was a student pilot; she would have watched him closer. Recommend solo student pilots announce that to the controllers so they can watch them and be aware of those planes.




Synopsis: An instructor pilot took the aircraft from his student at 1;100 feet to take evasive action during a near miss with a student pilot who strayed from the HEF closed pattern.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Converging ILS 9R approach; [we were] cleared below 3;000 FT. No distractions. Captain is pilot flying and all calls out were normal; configuring to final configuration prior to FAF; at about 500 AGL Captain hears VHF 1 clearing flights for approach and queries First Officer if we are cleared to land. First Officer says strongly 'yes we are cleared to land.' Captain visually scans landing area and determines all is safe and does a quick evaluation of threat of go-around at low altitude for bumbling First Officer or continue landing. During flare Captain noticed First Officer is scrambling to figure out Tower freq and make a quick call for landing clearance. Attitude and lack of concentration by First Officer; this is a seasoned First Officer. He flies small planes and has been with several major airlines; however; he is prone to mistakes while he discusses his extensive experience. All I know is that after 30 years flying with this carrier I have; for the first time; added two First Officer's to my no fly with list. This First Officer does not possess incompetence nor 'industry issue attitude;' he just looses track of the issues at hand and his New England stubbornness does not recognize a problem.




Synopsis: An A321 Captain noted that his experienced but First Officer failed to get landing clearance even after he strongly affirmed that he had when questioned about the clearance on final.
Date: 201807
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Airport Personnel
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Found Lithium batteries that were undeclared contain with in the shipment. They were Energizer L91 Lithium Batteries. The package had a UN3091 label but did not indicate what type of lithium was in the shipment. The AWB (Aircraft Weight and Balance) did not declare the batteries in the shipment. The batteries were packed individually outside of the equipment. This is violating PI 969 or PI 970.




Synopsis: Ground Personnel reported that undeclared Lithium batteries were found contained within a shipment.
Date: 202110
Local time of day: 1201-1800
Location: RBM.Airport, AR
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DJI Air 2S
Operator: Recreational / Hobbyist (UAS)
Operating under: Recreational Operations / Section 44809 (UAS)
Flight plan: None
Mission: Training
Flight phase: Cruise
Second aircraft: S-70/UH-60 Blackhawk/Seahawk/Pavehawk/Knighthawk
Reporter organization: Recreational / Hobbyist (UAS)
Reporter function: Person Manipulating Controls (UAS); Remote PIC (UAS)
Reporter qualification: Other TRUST Certification Complete
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Collision Avoidance System (UAS)
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was flying legally at 120 ft. above the tree tops outside of Class C when two alerts popped up on my screen saying that aircraft were approaching at the same altitude. I quickly turned the UAS around and spotted a Blackhawk at 500 ft. which went to my east based on the way I was facing. The other I spotted at the same altitude approaching fast. I was headed to my landing spot but would have had to climb to around 300 ft. due to terrain even though the drone was in visual line of sight the whole time. I made the decision that this was an emergency and it was safer to try and put the drone as close to the tree tops without crashing and hope that they didn't lose altitude. The UH-71 flew directly over my drone with maybe 250 ft. separating my drone. I caught all of this on 4K recording which I have saved for evidence if there is ever any question. The UH-71 should have been able to easily spot my drone and take action to avoid the possible collision. I was prepared to crash my drone into the trees if needed but that could have caused a forest fire which would have put the nearby homes and residents at risk. My drone is registered and I hold a trust certificate. I run nav lights visible for 3nm and checked NOTAMs; Weather and logged my location.

Callback: No additional information to note.



Synopsis: UAS pilot reported they had a near miss with a military helicopter during a training flight and took evasive action.
Date: 202006
Local time of day: 1201-1800
Location: DED.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E DED
ATC / advisory: CTAF DED
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On left 45 degrees entry for the left downwind runway 5 at Deland Municipal-Sidney H Taylor Field when an unknown aircraft maneuvering within the proximity of the airport came within 500 feet off my left wing. I attempted to execute evasive maneuvering without losing sight of the aircraft by turning right; but the unknown aircraft continued to turn towards me and decreased separation. Separation decreased to about 400-500 feet until the other aircraft executed a turn northbound and climbed away from me.




Synopsis: GA pilot reported while downwind; they almost had a NMAC while trying to avoid an unknown aircraft.
Date: 201210
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Recurring maintenance issue required single engine (#2 at idle) approach and landing. [We] notified Dispatch; flight attendants; ATC and Maintenance. Declared emergency; priority given ILS [with a] successful conclusion.




Synopsis: Air Carrier Captain reports a recurring maintenance issue that required the approach to be flown with the number 2 engine at idle.
Date: 201507
Local time of day: 0601-1200
Location: OSH.Airport, WI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: RV-8
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E MKE
ATC / advisory: Tower OSH
Second aircraft: Piper Single Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Departing OSH IFR runway heading; cleared to 3;000 feet MSL. Passing 1;800 feet two aircraft on the FISK arrival were passing from left to right at the same altitude. The second aircraft; a single engine Piper; was about 300 feet in front of us; heading approximately 040 degrees. I maneuvered to the left; maintaining about a 300 feet separation; but close enough that I could read the N number of the aircraft. Neither aircraft appeared to take note of our aircraft; and made no avoidance corrections. Obviously; an IFR aircraft in VMC is responsible for 'see and avoid' which solved the problem. However; I believe that an initial altitude assignment of 1;300 feet until beyond the FISK arrival path to Runway 27 would give 500 feet of vertical separation; and allow a safer transition from OSH Tower to Milwaukee Departure. It is ironic that all three aircraft were in positive ATC control; our aircraft with OSH Tower/Milwaukee Departure; and the VFR inbounds in contact with the FISK arrival controllers and OSH Tower. Of course; the FISK arrival aircraft are operating with their transponders off; so Milwaukee Departure would be unlikely to see their primary return.




Synopsis: RV8 pilot departing OSH reported an NMAC with an aircraft arriving on the FISK arrival.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: Small Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft Y was inbound to ZZZ over ZZZZZ Intersection level at 100. Aircraft X was outbound from ZZZ level at 090. I called traffic on both aircraft and received acknowledgment from both aircraft. When they were passing each other I noticed Aircraft X climbing into Aircraft Y. I questioned the pilot and he replied he was turning away from Aircraft Y and descending back down to 090. The conflict alert alarm went off at my station. I asked the pilot why he climbed and he said he thought Aircraft Y was descending. Aircraft Company X; aircraft mostly fly over water yet are permitted to not have water safety gear. They need to remain within a certain glide slope to land for safety reasons. This makes them very hard to control because of this special need. It doesn't matter if you are a half mile off shore or twenty miles out to sea you should be required to provide ocean safety equipment on your passenger flights. Their special needs for vectoring and altitudes have created many problems in the few years they have been flying. I would have kept Aircraft X further away from Aircraft Y if it were any other aircraft but was trying to keep Aircraft X as close to shore as I could without penalizing Aircraft Y.




Synopsis: TRACON Controller reported of two aircraft that traffic was called to on one another. One aircraft climbed into the others proximity and the Controller questioned the pilot as to why they climbed. Pilot responded they thought the other aircraft was descending. Controller reported that one aircraft's air carrier is not required to have water safety gear on board and is confused as to why they do not have it; but others are required to. This puts more strain on the Controller by having to keep the aircraft within gliding distance to land.
Date: 201205
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Human-Machine Interface
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: After touchdown; the plane veered to the left during rollout and ground looped.




Synopsis: Pilot of a tail wheel aircraft reports a ground loop during landing.