elihoole/asrs-aviation-reports huggingface dataset:
Date: 201504
Local time of day: 0601-1200
Location: DFW.Airport, TX
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation - Track / Heading All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Description===========Type Incident:  Aircraft UpsetWe were descending to DFW.  As we flew through about 8500ft. and about 10nm below and behind an A-380 Super Jumbo; we encountered strong wake turbulence.The aircraft started a fast and aggressive roll to 30 degrees right bank.  The autopilot disconnected and I told the First Officer (FO) who was Pilot Flying (PF) to 'Grab It!'  He immediately started a wings-leveling correction effort; and fought to maintain it and started a climb.  I directed him to turn right in the direction of the upwind side.As we climbed and turned upwind we exited the wake turbulence area.  I'm uncertain exactly how much we deviated in altitude and heading and speed during the event.  But I'm certain it wasn't too excessive and we returned to our cleared descent to 5;000 feet as soon as we could.  We were both alert and prepared in advance for the possible wake encounter.  This helped us to react quickly and decisively to correct the upset event.  ATC was notified of the event and I recommended a minimum of 20nm in flight separation for following an aircraft of that size. The controller indicated he would pass it on to the previous controller that had maneuvered us within 10nm of the A-380 with previously assigned vectoring.  Our subsequent descent and landing to RWY 13R was uneventful.SuggestionsAs noted above; I recommended strongly to ATC that they provide an absolute minimum of 20nm in-flight separation for narrow body aircraft when following a Super Jumbo sized aircraft like an A-380.I hope they took my suggestion very seriously.  I'll know they did if they change their vectoring procedures in the future to provide my recommended minimum separation suggestion.  I would hope they follow up with me about their future intentions in that regard...




Synopsis: B737-800 Captain reported encountering wake turbulence in trail of an A380 on approach to DFW. Reporter recommended in-trail separation of smaller transport aircraft behind Super Jumbo aircraft be raised to 20 miles.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device
Detector: Person Gate Agent / CSR; Person Flight Attendant; Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During boarding; ground personnel brought to our attention that a bag was smoking. Upon further inspection; the portable battery was smoking and burning the contents in the bag. During this time I was in the cockpit setting up the FMS and doing my pre departure duties. I never saw the bag. I was told about it from the Captain. He said the contents were disposed of and all electronics were out of the bag prior to putting it in the baggage compartment. Flight went on with no further incidents. Cause: The passenger did not remove the portable battery from the bag. Suggestions: I didn't think anything of the situation after it was resolved. After we got to the hotel; the Captain said if he had to do it over again; he would have called the Chief Pilot. I agreed.




Synopsis: CRJ-900 First Officer reported a smoking portable battery in passenger bag. Contents were disposed and all electronics were removed from bag. Uneventful flight completed.
Date: 201507
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center ZZZZ; TRACON ZZZZ
Aircraft component: Flap/Slat Indication
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Training / Qualification; Distraction; Human-Machine Interface; Time Pressure; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Weather; Aircraft; Chart Or Publication; Manuals; Procedure
Primary problem: Chart Or Publication

Narrative: Leading Edge Flap Transit light on approach into a foreign city. Rushed through new QRH to stay on profile. Unfamiliarity with new QRH led to missed steps and we received a GPWS Warning on approach.Mountainous terrain; weather; traffic congestion and minimum fuel led to rushing to stay on profile. The new Boeing QRH flows nothing like our old QRH did; so we misinterpreted the term 'checklist complete except for deferred items' to mean we were done except for the MEL procedure of deferring the defective item. We failed to turn the page and complete the checklist by inhibiting the GPWS and flap inhibit switches. We need to point these differences out to the crew members. We also no longer issue paper copies of these checklists for the crews to practice and study and we need to. Reading it from the iPad just isn't the same.




Synopsis: During descent a B737 Leading Edge Flap Transit light illuminated. The rushed crew failed to complete a new iPad Boeing QRH procedure requiring they inhibit the GPWS and Flap Inhibit. The GPWS Warning sounded on final.
Date: 201303
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Turbo Commander 690 Series
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was training a trainee on Local Control West and East. A PA28 called inbound VFR from the west and given entry instructions of 'enter right traffic for 13R report the reservoir'. When he got closer in; in order to depart 2 IFR aircraft that had been holding for release; he was given instructions to 'change to Runway 13L cleared to land'. Which he repeated back correctly; a minute or two later; he called back and asked for us to repeat instructions. He was again given 13L cleared to land; which he again repeated back correctly. Trainee then continued controlling other aircraft; along with many other instructions and clearances. A Commander; IFR; was cleared for take off 13R. After the Commander was off the end of the runway they called us on frequency and said they had an opposite direction on take off. At which point I looked to departure end of Runway 13R and found the PA28 rolling out having landed on 31L instead of 13L. I then keyed up and informed him he was supposed to land on 13L and that he needed to call the Tower. When he called he was given the brasher statement. Upon listening to tapes; we confirmed that all instructions were given and read back correctly. So the situation was a pilot deviation that I did not catch to stop.




Synopsis: Tower Controller described an opposite direction landing and takeoff event when traffic incorrectly landed on the wrong runway; a clear pilot deviation.
Date: 201408
Local time of day: 1201-1800
Location: TMB.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class D TMB
ATC / advisory: Tower TMB
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was in the local traffic pattern conducting touch and go's. On the downwind; I instructed the pilot to extend and expect a long downwind to follow aircraft on a 6 mile final. I had prior knowledge that this pilot was a student pilot and I simplified the instruction to include that; 'I will call your base turn'. On a 5 mile downwind I instructed the pilot to 'turn base' and cleared it to land Runway 9L. The pilot acknowledged [but there was traffic on] 9R finals causing an NMAC with an aircraft on the 9R final. I instructed the pilot to continue southbound to avoid conflict with the aircraft; after attempts to have the pilot comply with my instructions to had to hand off the aircraft to the Controller whose airspace the pilot was in. The level of knowledge of ATC procedures should be set higher for pilots conducting first solos or flying in controlled airspace. Language barriers and lack of procedures allowed this pilot to put itself and other aircraft in immediate danger. This issue has been discussed routinely with the flight schools yet there is no accountability by the schools or the FAA Management. I recommend less student traffic during high volume periods; more understanding of ATC phraseology; and knowing a higher level of basic English. This airport is highly volatile and unsafe due to communication issues.




Synopsis: TMB Tower Controller reports of a NMAC with a student pilot and an aircraft on final for a parallel runway. Language barrier was also stated to be a factor.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 150
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I fly an aircraft with an IFR-certified Garmin GNC300XL; which is a non-WAAS GPS receiver. We have been noticing lately that this unit is drawing incorrect courses from our present position direct to GPS waypoints. Sometimes the unit will draw the correct course; and while we are enroute on that course; it will completely re-draw an incorrect route to the same waypoint. Sometimes the unit will completely delete all waypoint information and leave us with no course to follow whatsoever; as though the unit has just been initialized and is waiting for us to input information.While enroute to our destination airport on a VFR training flight; the unit erased our course and waypoint while we were 15 miles southwest of the destination. We simply reverted to pilotage to continue to our destination airport.This could; however; present a real problem to GNC300XL operators; especially during IFR conditions; hence the reason for this report. While searching for the solution to this problem; we are limiting the unit for use during VFR operations only.




Synopsis: An IFR-certified Garmin GNC300XL installed in a C150 began giving faulty information related to courses and waypoints.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, 
Flight conditions: VMC
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was attempting to make a landing at an off airport facility. This facility is paved and meets all the takeoff and landing minimums for the SR22. I performed extensive preflight planning reviews and the day of the flight was clear with no significant wind so I decided to proceed. Upon arrival; other airplanes were landing at this facility and as I turned onto final the pilot that landed prior to me radioed that he needed more time to back taxi to a parking area. At that point I made the decision to perform a 360 degree turn while on final. During this maneuver I lost some altitude and speed. Once I completed the turn I continued on final (after verifying the other plane had successfully back taxied to the parking area). About 30 feet in front of the approach end of the runway are power lines. As I approached these power lines I pulled back on the stick and raised the nose slightly; again causing me to lose airspeed. As I approached the runway I flared a little too high; losing more airspeed and causing the aircraft to stall and hit the runway hard. The main landing gear collapsed and the propeller hit the pavement. The plane came to rest a couple hundred feet down the runway in a grassy area on the right side of the runway. My 2 passengers and I were fine with no significant injuries.In retrospect as soon as I knew that there was going to be a delay with the airplane in front of me in leaving the runway I should have executed a go around. Not being on a stabilized final approach was the major contributing factor to this incident.




Synopsis: SR22 pilot reported becoming destabilized while maneuvering for an approach. This led to a decay in airspeed which resulted in a hard landing; gear collapse; and a propeller strike.
Date: 201811
Local time of day: 0001-0600
Location: DFW.Airport, TX
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
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; Procedure
Primary problem: Ambiguous

Narrative: Encountered short term aircraft wake turbulence during vectors for approach that caused a roll rate requiring momentary manual autopilot disconnect to fly out of. ATC frequency was too congested to make a notification. Landing was uneventful.




Synopsis: A319 Captain reported encountering wake turbulence on arrival into DFW.
Date: 201812
Local time of day: 1201-1800
Location: MCC.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 9
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class C SMF; Class E MCC
ATC / advisory: TRACON NCT
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I departed McClellan airport (MCC) Runway 34. I took off and flew runway heading. The airport is an ex-military field with a rather long runway because of this I waited until I got to pattern altitude before turning crosswind which would give me proper displacement in the traffic pattern. At the departure end I started a gradual left crosswind turn.  I had heard a helicopter making traffic calls on the radio on a left downwind leg for Runway 34. I did not have visual contact with the helicopter when I took off. As I started the left crosswind leg; I got a visual contact with the helicopter low and to my left with about 400 feet vertical separation and about 100 feet horizontal separation. I pulled the nose up abruptly for separation which caused me to pop through the floor of the overlying class C airspace which is 1;600 feet. I reached a maximum altitude of 2;000 feet MSL and I immediately pushed the nose down to get back down out of the Class C airspace. Total time of the altitude deviation was less than 30 seconds. MCC is uncontrolled and I wasn't talking to ATC. I exited the area to the southeast and then had to immediately climb above 2;600 feet MSL to avoid Mather's (MHR) Class D airspace which is nearby. I should have reviewed the altitudes of the Class C again before departure. I should have exited the pattern with a right turn and cleared the pattern and Class C sooner. The traffic conflict in the pattern made the only option was to climb and that put me at risk for an altitude deviation. I deviated in the interest of safety and corrected as quickly as possible.




Synopsis: GA pilot reported taking evasive action for an NMAC with a helicopter during climb from MCC Airport resulted in an airspace violation.
Date: 202104
Local time of day: 1201-1800
Location: MRLB.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Troubleshooting
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken

Narrative: While flying the line selectable VOR DME 25 into LIR; we noticed that the displayed course did not match the course depicted on the approach plate. After flying outbound on the LIB 088 radial to D 10.0; the FMC course continued outbound for approximately 10 more miles prior to the teardrop turn back to the inbound leg. Since it was VMC and the approach plate depicted the left turn at D 10.0; we agreed that Heading Select would be used to conduct the turn to intercept the inbound leg of the approach. This error is a threat since it could potentially take the aircraft too close to rising terrain.




Synopsis: Air Carrier Captain reported the course; as depicted on this approach; gets too close to terrain.
Date: 201904
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While boarding; just before door closure; light visible smoke and a strong burning plastic odor was noted in the cabin. I notified the Captain and confirmed the cabin was in fact filling with smoke. The Captain instructed me that the passengers would need to deplane the aircraft and asked me to put him on the public address. While he was addressing the passengers; I noticed the yellow safety step had been removed from the main cabin stairs and was just a few feet away. I exited the aircraft and replaced the safety step. I got the attention of two nearby ground agents and informed them of the situation; instructing them to keep the passengers contained to the area around the aircraft nose and call for help. I re-entered the aircraft and began instructing the passengers to exit the aircraft without delay leaving their belongings behind. Approximately 10 passengers had exited the aircraft before I was able to re-board and continue my duties. All passengers deplaned without issue within approximately 90 seconds of the Captain's instruction. Additional ground agents and supervisors were on the [scene] within minutes of the event. Maintenance and ZZZ Airport Fire responded promptly and [confirmed] the aircraft was not on fire and no further hazard existed to passengers or Company [personnel]. Passengers were directed to return inside the airport while a plan was devised to reunite them with their belongings. [Flight] was operated on a different aircraft with the same crew after approximately 2 hour delay.I considered the missing safety step to be a serious and unnecessary hazard to expeditious deplaning and therefore made the discussion to get it back in position. We had several passengers with mobility issues and I knew the missing step would be a problem for them. In my opinion; the whole event was orderly; expeditious and safe. Ground [personnel] responded promptly and effectively. Supervisors are to be commended on their efforts to minimize passengers' inconvenience [and] maximize safety and order. My many thanks to them and the entire ZZZ ground crew involved in this event.




Synopsis: Dash 8 Series Flight Attendant reported smoke and burning plastic odor in cabin during boarding. The aircraft was deplaned.