elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; Rain; Turbulence; Windshear
Light: Daylight
Aircraft: PA-60 601/601P Aerostar
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class B ATL
ATC / advisory: TRACON A80
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion; Physiological - Other; Workload; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I had routed around the Atlanta Class B airspace while penetrating an area of thunderstorms using visual; radar and Nexrad. Requested climb from 9;000 to 10;000 to get above the tops and better judge appropriate deviation routes. I was also cleared to deviate left and right. I set 10;000 into Altitude Alert; put the autopilot in pitch mode and started climb.I was distracted by the need to make several turns to avoid visual and radar areas of heavy rain while in light to very heavy rain and turbulence. I recall seeing too high a pitch attitude and decreasing airspeed so rotated the pitch wheel down. I was so intent on staying out of the nasty stuff and finding a good way through that I forgot I was supposed to be climbing to 10;000. Approach called to confirm my altitude as 8;300 and asked why I was going down; not up. I told them I was in heavy turbulence and having trouble holding altitude. The autopilot did not disconnect in the bumps. I simply got distracted trying to get through the weather. I re-initiated by climb to 10;000. Approach said there was lower traffic; but was out of the way. Single pilot piston twin; in and out of heavy rain in southeast afternoon thunderstorms; in and out of IMC and worried about a passenger is a full work load. My last real IMC thunderstorm experience was several years ago. The more successful you are at staying out of thunderstorms the less proficient you are at getting through them. My autopilot does not have an altitude preselect which would have avoided the problem. I thought about disconnecting and hand flying; but managing the turns to avoid with radar and Nexrad and the occasional VFR peek took a lot of attention. In hindsight I could have deviated 20 miles north and had a less stressful flight.




Synopsis: An Aerostar 601P single pilot reported difficulties experienced when attempting to avoid thunderstorms and turbulence while circumnavigating the ATL Class B airspace.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: We completed a normal preflight and pushed back off the gate. After push back and engine start I noticed that the cabin pressurization display was showing all amber dashes on the cabin rate display. I called Maintenance Control from my cell phone. I was directed to pull out and reset 2 circuit breakers. The circuit breaker reset brought back the missing indications. I told the Maintenance Controller that the reset worked and asked him if he wanted to put the reset in the logbook. I probably should have asked if doing that reset was a 'required' logbook entry; because his answer was not definitive. I'm never sure what maintenance items require a logbook entry or not; so I always ask what ever mechanic responds if there needs to be a logbook entry. I get mixed results on the subject that keeps me asking. So when asked if I wanted to log it; I replied by saying it doesn't matter to me. It's a maintenance item. In hindsight the subsequent flight had a pressurization failure that required an emergency descent with a declared emergency. Now I'm second guessing if the reset required a logbook entry. Though I'm still not sure.




Synopsis: EMB145 Captain reports a pressurization display anomaly after pushback which is corrected by pulling two circuit breakers at the direction of Maintenance Control with no logbook entry. A loss of cabin pressurization event occurs on the subsequent flight requiring an emergency descent.                                  See ACN 1125914
Date: 201909
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Company Policy; Human Factors; Procedure; Manuals
Primary problem: Company Policy

Narrative: I was coming off a 5-day break and came into work start time XA:00. This desk is not covered by a midnight shift dispatcher. Under the new dynamic dispatch workload management system; that means there is no pass down from midnight shift; no work sheet set up. Once I got Dispatch View and Sabre FPM started up; I saw that the first 4 flights were scheduled to be released at XA:00; XA:00; XA:01; and XA:10. With no idea what was going on in the National Airspace System and no weather or NOTAMS whatsoever; I began my self-brief. As a result; those first 4 flights were released late. I didn't manage to release the XA:10 flight until XA:55. I'm not quite sure how I am supposed to be able to sit down with no information and start releasing flights. A thorough self-brief is required to safely and legally begin dispatching flights. With no briefing from a midnight dispatcher that is a 15 minute procedure. This automatically meant that those first 4 flights were going to be released late. I am worried that management will be pressuring dispatchers to release unsafe and illegal flight releases based on an unrealistically heavy work load from the very start of the shift.




Synopsis: A Dispatcher reported flight releases were delayed due to being scheduled as soon as shift started and without a proper briefing.
Date: 201909
Local time of day: 0001-0600
Location: ZAB.ARTCC, NM
Flight conditions: Mixed
Light: Daylight
Aircraft: Eclipse 500
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Airspace Structure; Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: This happened to me again on my return flight. Flying at FL410 I encountered a loss of GPS signal as a result of jamming. On the ATC frequency there were numerous aircraft that were similarly affected. All aircraft had to resort to flying by heading; or an alternative means of navigation. In some cases aircraft had to descend since their AHRS require GPS signals. In my case the disruption to navigation lasted nearly an hour. This extremely frequent jamming of critical GPS navigation is a significant threat to aviation safety. This affects all aircraft and could result in critical altitude changes for aircraft that are required to descend to lower altitude when losing a GPS signal. If can aircraft has to descend to a lower altitude it can have a significant impact on its range and could result in a diversion. Most modern aircraft rely solely on GPS not only for navigation signals in cruise; but also to determine range; fuel remaining; and other critical aspects of flight. In addition this disruption also impact instrument approach procedures. Since the FAA is deprecating VORs; NDBs; and associated approaches; we are becoming dependent upon an unreliable navigation system. Imagine an aircraft on an RNAV approach in IMC and it loses the GPS signal. Not only could it not continue to descend on the approach - the pilot would have no method to execute a missed approach. This jamming has to end.




Synopsis: Eclipse pilot reported experiencing GPS jamming that lasted an hour.
Date: 202012
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: Small Aircraft
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Training / Qualification
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: After takeoff Runway X on the ZZZZZ3 departure ZZZZZ transition; the Pilot Flying called for clean wing configuration; Climb Power and VNAV.  Pilot Monitoring failed to properly select and verify the selected vertical command.  PF flying did not receive the correct level off climb guidance.  Human error focused on initially to cross ZZZZZ1 above 7;000 feet NOT at or below 7;000 feet. ATC immediately instructed aircraft to 'STOP CLIMB' and level off in which we complied with.Contributing factors:Pandemic and lack of flying time in last 6 months.Unfamiliar airport operations.


Second narrative: At departure called for clean wing; CLB; VNAV. PM cleaned wing and selected VNAV;CLB. I as PF failed to verify new VCLB mode on PFD. Contributing factor: - on initial brief i misread SID as cross ZZZZZ above 7;000 feet. The SID requires a cross ZZZZZ below 7;000 feet. - last flight was July 2020.


Synopsis: Corporate flight crew reported an altitude deviation during departure and cited lack of flying as a contributing factor.
Date: 201708
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Flight conditions: IMC
Weather elements / visibility: Turbulence; Windshear; Thunderstorm; Icing
Aircraft: Learjet 60
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: 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: I was Pilot in Command (PIC) and Pilot Monitoring (PM). First Officer (FO) was Pilot Flying (PF). Forecast called for a possibility of scattered afternoon thunderstorms. Descending on the arrival; ADS-B weather showed scattered small-but-developing thunderstorms. Turned on aircraft weather radar and it showed the same. PIC radar was tilted down and SIC radar was tilted up to get a full picture of the weather. Both ADS-B and radar showed small cells left and right of our arrival route; but nothing directly along our route. No other aircraft had reported turbulence beyond light chop. Below us was an undercast. We turned on nacelle heat and stab/wing heat several minutes prior to entering the cloud layer. We were indicating approximately 300 knots; slowing to 280 knots as required by the arrival. Upon entering the cloud layer; the windscreen was instantly caked in ice and the aircraft was rolled approximately 40 degrees left and pitched nose down. The PF disconnected the Autopilot; established a level attitude; and brought power to idle. After 10-20 seconds the turbulence ended and the flight continued as normal. We made a PIREP of severe turbulence to ATC. After landing we inspected the aircraft and found no visible damage. No injuries occurred. Maintenance was notified. Further inspection revealed no structural damage to the aircraft.I suspect we flew through the top of a developing thunderstorm that was embedded in the undercast; and that had formed quickly enough that ADS-B had not yet shown the cell; and that was below our radar as we approached it; even though my radar was tilted down. This incident just reiterates the need to use extreme caution when flying in the vicinity of convective activity; even if the cells appear 'scattered;' 'small;' and 'weak.'




Synopsis: LR60 Captain reported momentary loss of control after encountering a developing thunderstorm on descent.
Date: 201712
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather
Primary problem: Weather

Narrative: We departed...on time and headed to [destination]. The current METAR reported winds 190/14 Gusting 26Kts; 9SM; OVC 800 ft. The TAF for our time of arrival reported winds 190/10 Gusting 18kts; 3SM; -RA; BR; BKN 600ft BKN 3500 ft. Upon descending; Approach gave us a PIREP from a King Air that had landed an hour prior. He had reported wind shear with a +/- 25kts. After adding the wind shear escape maneuver to our brief and changing our configuration to land with Flaps 22; we continued with our approach. Around 1;000ft; we started to fly through some turbulence and gusts of wind. By 500 ft; the gust had intensified and it felt like going through wind shear but the plane did not give a warning. Around 400ft; we executed a normal go-around and with max thrust and flaps 9. We got very little climb and set off the GPWS momentarily. We climbed to 2000 ft and reviewed the flight plan to make sure we had enough fuel to come back for a second approach; which we did. After being cleared for the second approach and on final; Tower gave us an update on the weather and it had deteriorated; putting the ceiling at 200ft (below our minimums). We canceled the approach and told them that our intentions was to divert to our alternate. We immediately advised Dispatch of our intentions; and told them that we had 4500 lbs. All we received was from them was an OK and the Weather at [alternate]. Approach made us fly east bound for a few minutes; while they were getting our clearance. We asked them for a vector towards [alternate]. We monitored the fuel and noticed that we had a 70kts headwind; and with the long arrival; we were going to burn more than the expected fuel. We declared Min Fuel; and asked for a more direct route. We ended up landing with 2500lbs of fuel. We could have skipped the second approach and decided to go back to divert with more fuel; especially after going around for wind shear. Dispatch could have been a bit more involved; especially after we reported to them our intentions; with the amount of fuel we had on board; and the headwind we were experiencing.




Synopsis: EMB-145 First Officer reported encountering windshear on final then a GPWS alert on the go-around due to a slow climb rate.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: King Air C90 E90
Operating under: Part 91
Mission: Skydiving
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Contracted Service
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: I departed for a routine flight for parachute operations. I contacted [Departure] at 3;000 feet MSL. Climbing through 5;000 feet; the chief tandem instructor on board informed me that he could see fluid spraying from underneath the right wing. There were no adverse engine indications; no vibrations; and no fire; so I continued my climb to a safe altitude of 10;000 feet MSL so that I could allow all my skydiving passengers to exit safely.I called Approach with my 1-minute routine call and informed them that the passengers would be exiting at an altitude which was lower than our operation routinely dropped. After we were cleared to jump; all passengers exited safely; and I began my routine descent. On landing roll; it felt as though the left main tire may have blown. I ran off the left side of the runway and sustained a propeller strike on the left engine. After shutting down both engines and safely exiting the aircraft; the owner of the skydiving business informed me that the wheel came off of the airplane upon rotation; I had landed the plane and the left strut had dug into the pavement; which caused my loss of control. The fluid that the instructor witnessed at 5;000 feet was perhaps hydraulic fluid from the broken break line. There were no injuries and no damage to the airframe.




Synopsis: King Air BE9L pilot reported a runway excursion while landing due to a tire that blew on departure.
Date: 201604
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: Distraction; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Gate agent put 4 people in the exit rows who did not meet exit row criteria. I found only three during boarding. The agent kept yelling at me distracting me from my exit row duties. He wanted to close the door early but I was trying to reseat a man with an orthopedic boot and figure out what was going on with a couple I wasn't sure spoke or understood English and had paperwork that they needed wheel chairs and electric carts. It also seemed the agent coached the couple to say yes to the exit row briefing. They kept interrupting my briefing saying yes. I hear that this is not an unusual thing to happen. Some agents are telling people to say yes so they do not have to rearrange their seats. The agent kept yelling and interrupting me trying to prevent me from moving this 1k couple. He finally just got off the plane and closed the main cabin door. It wasn't until the end of the flight after I had tripped over this one man's foot that I realized he was wearing an orthopedic boot and sitting in the exit row.




Synopsis: Air carrier Flight Attendant reported distractions caused her to miss a man wearing an orthopedic boot in the exit row.
Date: 201311
Local time of day: 0601-1200
Location: CVG.TRACON, KY
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON CVG
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: Aircraft was serviced by Maintenance before the flight and several electrical resets were performed. During preflight; First Officer noticed the position was in error; and reset it. No other anomalies were detected. After takeoff; we noticed that the FMS seemed to have jumped and gave us a fairly straight out turn.  But we noticed it didn't seem correct based on the RNAV departure.  ATC queried us and at the same time we noticed the discrepancy and we informed them of a GPS failure and requested a heading; so we could troubleshoot the problem to try and fix it.  Shortly thereafter we received a message FMS DR more than 5 minutes.  We determined at this point the GPS off substantially and flew the rest of the way using VORs and green needles. We tried several times to sync the GPS; but the position would not hold.  We contacted the Company to let them know of the situation via ACARS.  No other anomalies occurred.  We don't believe anything could have prevented this from our standpoint.  With a GPS failure of this nature; it was not recognizable until we noticed it didn't seem right as well as ATC discovering the issue.




Synopsis: CRJ-200 Captain experiences a GPS malfunction prior to taxi which is reset by the First Officer. After takeoff the crew and ATC both note the aircraft was not following the RNAV departure. VOR navigation is used to continue to destination.