elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 1801-2400
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ATL
ATC / advisory: Tower ATL
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
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: We departed out of ATL behind an A320 and got into some wake turbulence after liftoff. I had the yoke fully left all the way to the stop and held it there for a few seconds and it felt like we still slowly rolled to the right in the wake. Feedback from company: The download for your flight came in and you definitely got into some wake turbulence. At 230 FT AGL while pitched up 17 degrees on a 275 heading at 169 KTS; it appears you hit the preceding traffic's wake for the first time. Roll angle went from zero to 3 degrees to the right in one second. In the next 2 seconds; your aircraft banked to a maximum of 17.5 degrees right while you input 25.75 degrees of left aileron deflection. By comparison; the First Officer hit 25.94 degrees to the stop on the flight control check; so yes; you did have it fully to the left for 1.5 seconds and from the data point at which you first hit the stop for the next 2 seconds; right bank increased from 11.4 degrees to 17.5 degrees. The aircraft then rolled left; reaching a maximum left bank angle of 7.8 degrees 2 seconds after you came out of full left aileron. While the aircraft rolled left; you input a maximum 13.2 degrees of right aileron; so about half input. From there the rolling motions settled down and you got the autopilot on at 754 FT. Vertical G's reached a minimum of 0.84G one second after exiting the second wake encounter and there was a maximum lateral G of 0.094 at approximately the same time; so there was very little side loading. Interestingly the AOA in the first wake with the full left deflection decreased from 8.53 degrees to 4.66 degrees but increased to a maximum 9.67 degrees as you entered the 2nd wake with the left deflection. That's pretty high and usually enough to show a hit of continuous ignition in the -200 but we don't see this parameter in the -900. For comparison; your maximum AOA at rotation was 8.17 degrees. Speed loss was minimal; only about 9 KTS; but that brought you down to V2+4 at 650 FT 4 seconds after the second wake encounter. That may be far more than what you were seeking; but it's interesting to see how the aircraft reacts (or sometimes does not quickly enough) to wake encounters.




Synopsis: CL-65 Captain reported encountering significant wake turbulence in trail of an A320 departing from ATL.
Date: 202003
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna 152
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While attempting to fuel my plane; I noticed a C-152 land; taxi back to RWY 36; and takeoff. Because of problems with the card reader on the pump; I was unable to get gas and decided to fly a few patterns while the line crew sorted out the problem. During this time I didn't notice any aircraft in the pattern; and figured the C-152 had departed. I taxied out and after my before takeoff checks; I scanned the pattern and took off. I flew a standard crosswind; downwind and base; announcing my position using standard reports. I heard someone making traffic reports on CTAF but I couldn't understand what they were saying because of their accent. I figured they were at one of the nearby airports that use [similar frequency] because I didn't see anyone in the pattern. When I turned final; I saw the 152 I had previously seen slightly below and ahead of me (perhaps 3 aircraft lengths ahead of me) as I was in a descending left turn. I broke out of the pattern to the right; performing a 270 degree turn to achieve safe spacing on the Cessna and land. Human Factors: I should have been more curious about which airport this aircraft was flying the pattern. I don't know if I would have understood or gotten a response; but I could have asked the pilot where they were directly.




Synopsis: J3 Cub pilot reported an NMAC in the pattern at the non-towered airport.
Date: 202104
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: Situational Awareness; Troubleshooting; Other / Unknown; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight; Pre-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: After the cleaners sprayed the aircraft; we were rushed to get on the plane and board. The smell of the spray was so strong; we could immediately taste and feel irritation in our throat; eyes; and taste it. Even during the demonstration my eyes were very irritated. It wasn't until after takeoff and the air was circulating that we felt a tiny bit of relief.




Synopsis: Flight Attendant reported after the aircraft had been sanitized a strong odor remained for a lengthy period of time resulting in throat and eye irritation.
Date: 201412
Local time of day: 0601-1200
Location: SLC.Airport, UT
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E S56
ATC / advisory: TRACON S56
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Airport; Chart Or Publication
Primary problem: Procedure

Narrative: Cleared to 9000 feet near FFU on the QWENN3 arrival for RW 34L. We received a TERRAIN EGPWS caution at 9000 in IMC near FFU. Immediately disconnected the autopilot; initialed a climb and advised the controller that we were in a climb responding to a TERRAIN alert. At approximately 9800 feet the EGPWS caution message stopped. As we started to descend back to our last assigned altitude ATC confirmed that we were descending back to 9000 and subsequently gave us multiple turns/headings in a rapid succession to get us back on the final approach course. As we began to comply; ATC announced that we were left of course; gave us a turn to the Northwest away for the final approach course and assigned us 10;000 feet. We were then vectored to a left downwind and subsequently back onto the ILS RW 34L approach.Minimum Vectoring Altitude on the arrival causing EGPWS alert near a critical point of transition from the arrival to the approach phase of flight. Recommend raising the Minimum Vectoring Altitude along that segment of the arrival.




Synopsis: A CRJ-200 inbound to SLC on the QWENN RAV STAR was cleared to 9000 MSL in the vicinity of FFU VOR. As they neared FFU the received an EGPWS Terrain Warning and executed the evasive maneuver until the warning ceased. ATC then vectored them with step down altitudes to a safe landing.
Date: 201411
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Distraction; Situational Awareness; Workload; Confusion
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Approaching DEN we were given an arrival change.  As you know; the arrivals into DEN are complex RNAV arrivals.  During the arrival; a speed change was given while descending.  After the speed change was given; a subsequent runway change was given to an RNAV 35L.  After this runway change; another speed change was given on the RNAV arrival.  All these changes resulted in an enormous amount of heads down time for the pilot monitoring.  We were never able to get the RNAV 35 L briefed correctly or were we able to get it in the FMC before we were cleared for the approach due to all the changes that ATC was giving us.  Since it was VMC we reported the airport in sight and were cleared for the visual approach.  If it had been IMC; we would not have been able to accept an approach clearance due to how we were handled by ATC.  This is an ongoing problem in DEN.  The arrivals are very complex RNAV arrivals and ATC needs to know that late changes to the arrival; runway; or speed changes drastically increase our workload and create an unsafe condition.




Synopsis: Pilot reports of speed changes assigned by ATC not in compliance with what is on the arrival.  Also the pilot describes in the scenario late runway changes.
Date: 201503
Local time of day: 0601-1200
Location: MIA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B MIA
ATC / advisory: Tower MIA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Fatigue; Communication Breakdown
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Arrival into Miami; FO [First Officer] briefed 26L. Miami changed airport around at the last minute to land 8L. I set up navigation radios and briefed approach while FO flew and configured the airplane. The localizer did not identify for 8L so FO switched to LNAV under VFR conditions (Later found out that Miami had not switched localizer from the 26R approach to 8L localizer) Late switch to tower and I dialed in the incorrect frequency 119.3 instead of 118.3. Checked in and we both believed we received clearance to land. After landing FO realized we were on the wrong frequency and checked in with tower. Due to compressed time because of the runway change with the additional complication of the wrong localizer identifier I rushed to enter the tower frequency and dialed in the wrong frequency. After attempting to check in with tower; I assumed tower issued clearance to land when in reality we were on the wrong frequency. Suggestions:Lesson learned is to confirm landing clearance is given before landing.


Second narrative: We were both task saturated at the end of a redeye flight. I was solely concentrating on the approach and landing and did not notice the radio issue until after landing. I should have cross checked the radio and confirmed that we had a landing clearance.


Synopsis: B737-800 flight crew reported they landed without clearance after a late runway change following a red-eye flight.
Date: 201410
Local time of day: 1801-2400
Location: ZAN.ARTCC, AK
Aircraft: Caravan 208B
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZAN
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working sectors 15/16; RED FLAG-Alaska (RF-A) airspace was HOT and all RF-A players had returned to base(about an hour previous) with the exception of COSMIC11 and COSMIC12. The COSMIC flight was working in the vicinity of the DELTAMOA when Aircraft X requested IFR pickup about 55 NM southeast of FYU in YUKON2 MOA. I issued an IFR clearance to Aircraft X before requesting airspace back from EIL Range Control. I realized my made a mistake; and immediately tookaction to rectify the situation by attempting to contact EIL Range Control to request the return of unused portions of airspace; specificallyYUKON2. My actions were interrupted by COSMIC11 and 12 requesting IFR recovery from the southern boundary of YUKON1. OnceI issued the IFR clearance to COSMIC; I contacted EIL Range Control and took the airspace back.Military airspace should be called COLD once all aircraft have exited; not waiting until the scheduled time




Synopsis: ZAN Controller voiced concern regarding the failure of the military to provide timely coordination with regard to the status of restricted airspace resulting in a probable technical airspace infraction.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Beechcraft / Beech Aircraft Corp Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was issued pilot discretion descent to 9;000 ft. He started down and I was busy working other traffic and had large differences in altimeter settings between ZZZ and ZZZ1 areas. I saw him go down to 8;900 or 8;800 ft. and thought it may just be a bad altimeter setting or since I had several frequencies that maybe he got stepped on trying to tell me he had airport in sight and wanted to cancel IFR. So I gave him altimeter setting for the closest airport; then asked him to verify altitude. On the next radar sweep he was still descending so I issued a low altitude alert and had him climb back up to 9;000 ft. He climbed back up and let me know about some forest fires in the area.




Synopsis: A Center Controller reported an aircraft descended below its assigned altitude and flew below the Minimum Vectoring Altitude.
Date: 201209
Local time of day: 0601-1200
Location: HPN.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turboprop Eng
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E N90
ATC / advisory: TRACON N90
Reporter organization: Fractional
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: Received full route clearance from Clearance Delivery at HPN.  Clearance was copied down as BASYE SEALL V188 GON V374 intercept 130 Radial ORW V46 ACK.  Upon checking enroute chart for spelling of intersection saw BASYE and not BAYYS which as 30 miles away and also north of HPN.  Departed and received radar vectors got cleared direct BAYYS but went to BASYE 40 degrees right and 8 miles versus BAYYS 20 degrees right and 20 miles.  When we turned the Controller asked us where we were going and then gave us phonetic of BAYYS realized must have spelled BASYE wrong and inserted correct waypoint.   Should have queried Ground Controller on spelling to ensure right fix was selected.  Names sound very familiar.  Captain could not have helped because fix I wrote down on clearance was BASYE so when he cross checked route in FMS against clearance I had copied there was no difference.




Synopsis: First Officer reports being cleared via BAYYS after departure from HPN but enters BASYE in the FMC.  ATC detects and corrects the error.
Date: 201701
Local time of day: 1801-2400
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Chart Or Publication; Airport; Human Factors
Primary problem: Human Factors

Narrative: Taxied out of our CLT ramp to runway 18L; and the ATC instructions were 'Taxi via Alpha; join taxiway Charlie; hold short of Runway 23.' Reference CLT Taxi Diagram; page 10-9. Previously the First Officer and I had discussed the intersection in question between Alpha and Charlie; noted that it was a runway incursion hot spot (HS1); noted that there were some 'islands' along the taxiways; and that from the diagram it was hard to tell on which side of the island was taxiway Alpha located.While taxiing on Alpha; thinking that the first 'island' encountered was that island that seemed to split Alpha in two; I turned the airplane onto taxiway Golf and quickly realized we had made a wrong turn. ATC told us to hold our position because the area ahead of us was under construction. We attempted a 180 thinking we had enough room for the turn but soon realized we didn't have the space for the turn so we stopped the maneuver before getting stuck sideways. About 5 minutes later ATC was able to provide a 'follow me' vehicle that got us through the construction site (which was clear) and to taxiway Charlie towards Runway 18L.I blame the event on my unfamiliarity with the field and poorly lit taxiway signs; a poorly depicted diagram; but specially my failure to cross check and ask ATC when I wasn't 100% sure of my taxi route. Using the ground position feature and the clearer picture of the iPad would have helped understand the cleared taxi route.




Synopsis: Air carrier Captain reported mistakenly turning onto Taxiway Golf from Alpha towards a construction area during night operations.
Date: 201210
Local time of day: 1201-1800
Location: GYY.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 7
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E C90
ATC / advisory: TRACON C90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Chicago Approach assigned us an altitude of 3;000 FT from JOT to KGYY putting us in an environment with uncontrolled general aviation aircraft. We were advised of uncontrolled aircraft traffic at our altitude and was given a heading to avoid it; but it was given too late. An RA was commanded which we complied with putting us in a descent to avoid the traffic. ATC was informed of our actions. After initiating the descent the conflicting aircraft was observed passing overhead at our assigned 3;000 FT altitude. Airports were overflown on this route to Gary with several general aviation aircraft nearby. Being in this environment for such a long time flying to Gary is to be considered hazardous and warrants increased vigilance. Chicago Approach was extremely busy at this time working with traffic above us arriving Chicago Midway. Reliance on Approach Control for aircraft separation in this high traffic area is not to be assumed even if flying IFR.




Synopsis: A Corporate pilot reported a near miss en route to GGY after being assigned 3;000 FT by C90 in very busy airspace.
Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Ice covering runway; 10
Light: Daylight
Aircraft: PA-20 Pacer/PA-22 Tri-Pacer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I landed on [the] runway with straight skis and slowed to taxi. The surface was glare ice. Upon turning left 90 degrees; the plane; due to lack of traction; turned approximately 120 degrees and hit a blue runway side light. After exiting the plane to direct it to the taxiway; I taxied the aircraft to its tie down and returned on foot to inspect the damage to the light. The light was rendered inoperable so I placed it next to another; similar light so that no other aircraft would hit it under normal circumstances. There was no damage to my plane and I; the sole occupant of the plane; was uninjured.




Synopsis: PA-20 pilot operating on skis lost directional control on the icy surface while clearing the runway and struck a runway edge light.