elihoole/asrs-aviation-reports huggingface dataset:
Date: 202001
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Weather Radar
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; 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; Flight Crew FLC Overrode Automation
Contributing factors: Weather
Primary problem: Weather

Narrative: At FL340 aircraft encountered severe to extreme turbulence causing uncontrollable pitch; roll; and yaw. Captain disconnected the autopilot and regained control of the aircraft.Aircraft radar was not displaying convective activity; causing convective area penetration.Suggestions: Improved aircraft radar; onboard NEXRAD weather for strategic information; ATC communication of their NEXRAD along with dispatch NEXRAD information.




Synopsis: A300 First Officer reported encountering severe to extreme turbulence at FL340.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Windshear; 0
Light: Daylight
Aircraft: Cessna Citation Mustang (C510)
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine; Other Rotorcraft Helicopter
Human factors: Time Pressure; Workload
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: At approximately XA:10; I encountered severe turbulence/wind shear and the autopilot disengaged as I was beginning a descent from 33000 ft. to ZZZZZ intersection on the ZZZZZ1 arrival into ZZZ1. I temporarily lost control [of] the aircraft as it began a hard; left turn of almost 90 degrees before I was able to regain control and return to my assigned route. On board radar showed no precipitation ahead at the time.




Synopsis: C510 pilot reported a temporary loss of aircraft control due to a severe turbulence/wind shear encounter during initial descent.
Date: 201409
Local time of day: 0001-0600
Location: OAK.Airport, CA
Light: Night
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C OAK
ATC / advisory: Tower OAK
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was a VFR arrival from the NW of OAK taken from Norcal Tracon.  Aircraft X was instructed to proceed to the coliseum for right traffic Rwy 28R at 2000ft for traffic; because I had another aircraft departing OAK on a right downwind at 1500ft.  After the conflict was resolved I instructed Aircraft X to 'Continue downwind to lose altitude; turn base your discretion cleared to land Rwy 28R'.  When Aircraft X turned base he actually made a left 360 where he should have made a right base turn for Rwy28R.  I let this go because I had no other traffic in the area. As he completed the left 360; Aircraft X reported Runway in sight.  I then noticed his landing lights were passing Rwy 28R where he should have been turning for landing so I let it continue thinking he was landing Rwy 28L.  I did not want to correct the aircraft in a critical phase of flight thinking he had already made a non standard base turn and had missed Rwy 28R.  I then noticed Aircraft X was not turning base for Rwy 28L and was lined up to land on Taxiway Bravo.  I then ran to Ground Control 1 to make sure no vehicles/aircraft were on Taxiway Bravo and let Aircraft X land.  In my judgment; if I were to try to correct the aircraft or send him around he may have hit one of many high light poles we had along taxiway bravo or sent him on a go around towards an active Runway 30 that had departures and arrivals.Wanted to share for wide dissemination.




Synopsis: An OAK Local Controller reports his reasons for allowing an aircraft to land on a taxiway that he was controlling.
Date: 201404
Local time of day: 0001-0600
Location: EYQ.Airport, TX
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class B IAH
ATC / advisory: TRACON I90
Aircraft component: Tablet
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Human Factors; Weather
Primary problem: Human Factors

Narrative: While climbing out from EYQ westbound I had [debated whether] to stay under a cloud layer or get over the top. It looked hazy ahead below the clouds but clear on top and the layer wasn't thick. I had the opportunity to climb and stay VFR. When checking the weather; my destination was reporting VFR and the satellite image showed the clouds to be isolated to an area south. The aircraft was a rental with no GPS and while checking the cloud coverage on a Garmin Pilot App [iPad]; the cloud coverage obscured the airspace rings. I thought I had traveled a greater distance and believed I was in the area D [of IAH Class B] 4;000-10;000. I was trying get flight following but their workload was high and I didn't get through right away (as I remember). Once in contact with ATC they advised me of my position and gave instructions. CONTRIBUTING FACTORS: Low time pilot; rapidly changing conditions; solo flight; unable to access correct information quickly of position.




Synopsis: C172 pilot flying westbound from EYQ reports inadvertent entry into Class B airspace. With cloud coverage displayed on an iPad; the Class B rings are obscured leading to an early climb above 3;000 FT and into Class B airspace.
Date: 201302
Local time of day: 1801-2400
Location: OMA.Airport, NE
Flight conditions: IMC
Weather elements / visibility: 10
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C OMA
ATC / advisory: Tower OMA
Aircraft component: GPWS
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Other / Unknown
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Human Factors; Airport
Primary problem: Aircraft

Narrative: Cleared for ILS 14R OMA. ATC directed maintain 3;000 FT until localizer capture. Got LOC capture outside OTSEE (3000A). At OTSEE; Captain rolled altitude to 2;400 FT; which was for ZATAR (2400A). At approximately 2;500 FT and one to two miles from ZATAR just about to capture 2;400 FT; we received a Caution Obstacle. Executed a go-around and then back to an ILS to same runway. This time we captured glideslope at 3;000 FT. It was an uneventful approach and landing. There is a Tower at just under 400 FT AGL; 1;352 FT MSL; just short of ZATAR. Even though we complied with the approach altitude requirements; the combination of our altitude and descent rate must have caused the Caution Obstacle alert. This is my best guess. Next time around we captured the glideslope at 3;000 FT and the approach went fine.


Second narrative: We received a Caution Obstacle alert on approach into OMA Runway 14R. We were IMC and descending to 2;400 FT which was the next altitude on the approach. We had VOR LOC capture and had been cleared for the approach. The previous fix altitude was 3;000 FT and we had crossed at or above that before continuing our descent. The autothrottles were engaged and we were in level change with landing gear and flaps 15. At about 2;500 FT we got the alert and executed a missed approach. We reviewed the chart again; noted the obstacle; but did not know why we got the alert. We were vectored around for a second approach. This time we intercepted the glideslope at 3;000 FT and descended on that. We landed uneventfully from the second approach. I don't have an answer for this because I am still not sure why we got the alert. I made sure we had the right altimeter setting; reviewed any applicable notes; and had no concerns from ATC. Not sure what I'm missing on this one.


Synopsis: B737 flight crew experiences an EGPWS caution during descent to 2;400 FT on the ILS 14R at OMA and a go around is initiated. On the second approach the glideslope is captured at 3;000 FT and the approach is completed without difficulty.
Date: 201510
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B NYC
ATC / advisory: TRACON N90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: On departure from Newark we were instructed to turn left to 270 and climb to 4;000 feet. Shortly afterward ATC announced traffic at 4;500 feet and 12 o'clock. About the time we spotted the traffic; and announced it 'in sight'; we received a TCAS Traffic alert. We shallowed climb but still received a TCAS 'Adjust Vertical Speed' warning. We continued to shallow and ended up descending back to approximately 3;800 feet before receiving a 'clear of conflict' message. We started climbing back to 4;000 feet and informed ATC that we had descended to avoid traffic. We were subsequently cleared direct PARKE and the rest of the departure was uneventful.Threat/UAS: cleared to climb within 500 feet of known traffic without horizontal spacing vector. More aggressive 'see and avoid' response.




Synopsis: Pilot reported being issued traffic and observed the traffic. Aircraft received an RA and aircraft descended to avoid traffic. After traffic passed the aircraft climbed back to assigned altitude. Pilot advised ATC of altitude deviation for traffic.
Date: 201501
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X flying in to 36U from the south. Sector 32 called and said he was looking for the visual but if he didn't see the airport would execute an instrument approach procedure.  By Letter of Agreement (LOA) sector 3 has control for 36U landers from 32. I checked my Minimum Instrument Altitudes (MIA) in the area and thought 13;000 feet was a safe altitude.  It was for a time but the MIA creeps up to 13;900 feet.  I misinterpreted the MIA lines with sector lines and approach lines and thought 13;000 feet was a safe altitude until the MIA goes to 12;000 feet closer to the airport. The En-Route Minimum Safe Altitude Warning (EMSAW) alert didn't go off so I didn't question the safety of the flight since I already thought the Altitude was safe.Maybe reconsider EMSAW alerts procedures around landing airports. When a hard altitude entered would trigger the alert.




Synopsis: ZLC Controller describes a flight into an airport and is concerned about the Minimum IFR Altitudes (MIA) and altitude to assign the aircraft. Controller should have climbed the aircraft a thousand feet higher.
Date: 202201
Local time of day: 1201-1800
Location: GYY.Tower, IN
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class D GYY
Reporter organization: Corporate
Reporter function: Pilot Not Flying
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for the ILS 30 at GYY. Our clearance was to cross HTDOG at 4;000 ft. Cleared ILS 30. After crossing HTDOG as published; the PF (Pilot Flying) PIC (Pilot in Command) entered Direct to the outer marker. ATC was assuming we were going to go to KIKVE to intercept. We went straight to the IAP WATSU to intercept. Were given a turn back towards KIKVU; but when the Controller realized he didn't have room to turn us out; then back in; he asked if we had the airport in sight; to which I responded yes; he cleared us for the visual approach. We landed without incident.




Synopsis: Corporate jet Flight Crew reported they deviated from an ATC clearance. Flight crew was issued a new clearance and landed safely.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Mooney Aircraft Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Distraction; Confusion; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: My initial radio call was made 6 SE and I was informed of multiple inbound traffic to the airport. The first being a Mooney on a practice approach to 22 which was the runway in use at the time. There was also a Cessna on the downwind for 22; an auto gyro behind me; and a [turboprop aircraft] waiting to back taxi. The Mooney stated he was going to eventually break off his approach and join the pattern. However he did not state how he would join the pattern. I assumed he would go missed and do a complete pattern i.e.; upwind crosswind to downwind. I made another position report about a mile before turning downwind for 22. When I went to turn downwind I saw the Mooney come down in front of me and pass right to left. At the same time another aircraft made a radio call asking if I saw the Mooney. When I saw the Mooney I immediately turned right and made a call saying I was going to do a right 360 for spacing; I had seen the Mooney; and I would come in behind the auto gyro now. I believe the reason for the near miss was that the Mooney's strange pattern entry as he broke off flew opposite direction in downwind above the traffic pattern altitude then did a descending 180 to enter the downwind. However; I should have clarified with the Mooney how he would break off his approach and join the pattern. Neither of us saw each other until the last moment as he was a low wing above a high wing airplane which limited visibility. This incident can be prevented in the future by better position reports and stating you exact intentions while also sticking to common and correct pattern entries.




Synopsis: Cessna Stationair pilot reported a NMAC at a non-towered airport due to a communication breakdown with another pilot.
Date: 201412
Local time of day: 1801-2400
Location: ZJX.ARTCC, FL
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Situational Awareness; Distraction; Confusion; Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was at Sector R78/87 when I viewed an 'Auto pop' data block entering my airspace from Sector R33/34; Aircraft X. After completing time sensitive clearances; I called sector R33/34 requesting radar on Aircraft X; when the controller told me he did not have his frequencies. I questioned this; because it did not make sense and asked why he couldn't initiate the hand off. The controller said he'd switch him and gave an attitude that he did not care if the aircraft entered my airspace without coordination. The same situation happened again later; when sector 33/34 called me on a hand off for Aircraft Y as it began to 'Auto pop' on my scope descending to FL270. During this session I also had to call sector 33/34 multiple times to take hand offs from my sector 78/87. After the 3rd time; the controller exclaimed across the room that I needed to contact his D-side for any hand offs and then complained he needed a better D-side to take his hand offs for him. This is while he was turned away from the sector talking to other controllers in his area.  I recommend some sort of disciplinary actions be brought back into the facilities. It has become apparent since the reporting program has started and the FAA has turned away from a blame culture; that some controllers use this as an excuse to not follow SOP/LOA/7110.65. Their belief is they will not be punished as long as 'Nobody dies'. They don't care how their actions affect the flow of traffic for other controllers around them. I believe if a person has fear of consequence and respect for this career they would be more obliged to follow the rules and work with their fellow controllers.




Synopsis: ZJX Controller describes a scenario where aircraft auto-pop onto his/her screen multiple times and no coordination ensues about these aircraft until he/she initiates it.
Date: 201203
Local time of day: 1801-2400
Location: EVB.Airport, FL
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Descent
Airspace: Class C DAB
ATC / advisory: Tower EVB
Aircraft component: Navigational Equipment and Processing
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types
Detector: Person Flight Crew
When detected: Other Post flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: After performing maneuvers in the practice area south of New Smyrna Beach; I called EVB Tower and requested full stop landing. I was at approximately 6 miles at an altitude of 2;000 FT and they advised me to proceed to a right base for Runway 07; so I flew directly to the airport and began a descent. My student was on his first training flight in a G1000 aircraft so I was preoccupied with teaching him various aspects of instrument flying and navigating at night. While I was instructing I forgot to monitor my descent to make sure I was below the Class C shelf of Daytona and I MAY have inadvertently entered Daytona's Class C airspace without clearance. I am not sure if I did or not because I did not think about what I had done until after the flight terminated. In the future I will certainly be more aware of my altitude and proximity to surrounding airspaces.




Synopsis: Distracted by providing instruction on glass instrumentation the Instructor pilot of a C-172 may have allowed the aircraft to penetrate the floor of the Daytona Class C without clearance.
Date: 202008
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General Police / Security Involved
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Once we finished the safety demo FA X informed me that [Passenger in] X1 was not wearing his mask and that during the safety demo she had to ask him twice to put on his mask. He was on a phone call after door closure. I went over and asked him to wear his mask properly as it was not covering his nose. I preceded to give him a warning. We; the crew; agreed that this aggressive behavior would not be tolerated as we did not want anything to escalate once in the air.




Synopsis: Flight Attendant reported a passenger did not comply with the face mask policy.