elihoole/asrs-aviation-reports huggingface dataset:
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Time Pressure; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were getting ready to push from the gate. Baggage information comes through our ACARS. We both looked at each other when we saw there were 8 checked bags and 515lbs of cargo in the FWD compartment. At this point the boarding door is closed; jet bridge pulled away and we are #3 for deice. [Name] immediately calls to the ramp and asks what in the world they put on our airplane that weighs 515lbs. They told us it was blood. He called Dispatch to see if we were filed as Medevac. The odd thing was there was no paperwork and we were not notified until we got the bag count from ramp. After looking in the manual it says blood is not required to have paperwork but what we were concerned about was how the temperature of the blood was regulated. If there was dry ice being used to keep the packages cool why was there no paperwork notifying us that there was dry ice.




Synopsis: Air carrier pilot reported last minute cargo upload which included Hazmat items with no flight crew notification.
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General Evacuated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During taxiing in to gate; just being another 2 turns to the assigned ramp spot; AFT LAV SMOKE warning message was displayed on ED-1 (Electronic Display). PIC (Pilot in Command) had FO (First Officer) call the FAs (Flight Attendants) and as PIC was pulling into ramp area; FAs reported there is some smoke. PIC stopped the aircraft just off the taxiway. As FO was talking to FAs; PIC started smelling some burning smell into flight deck. As FO comes back off intercom; he agreed that he smelled burning. Having the report of smoke in cabin from FAs and smell; PIC considered this was real and because it is reaching to the front of the aircraft; the smoke could fill up the cabin really quickly. PIC decided to initiate emergency evacuation and called for evacuation QRC (Quick Reference Checklist). Evacuation was made through MCD (Main Cabin Door) and 2 over wing exits. Fire Chief; Airline Ops; Airport Police came to aircraft. Passengers were safely escorted to the main terminal building. Line Maintenance was called by PIC and determined later that the aircraft was safe to be towed to the gate and it got towed. PIC called all the applicable departments and personnel and left the aircraft.There is no final analysis of how the smoke and smell came out at the time of reporting this. Maintenance was suspecting that the Left Pack may have been a cause. Evacuation necessity felt true after the smoke report and smell.There is no way to avoid the system to get out of hand to avoid warning msg. It could be discussed that it had been better to do expedited deplaning after the smoke dissipated at post de-energizing/shut down aircraft and after evacuation; but right at the moment of the smoke and smell; PIC considered that evacuation was the best course of action to minimize the smoke inhalation and other injuries; if that was the case by doing slow deplaning.




Synopsis: Air Carrier Captain reported observing AFT LAV SMOKE warning message during taxi. Flight crew stopped aircraft and initiated an evacuation.
Date: 201308
Local time of day: 1201-1800
Location: ATL.Airport, GA
Weather elements / visibility: CAVU
Aircraft: Piper Single Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B ATL
ATC / advisory: Tower ATL
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: When transitioning under the ATL Class B airspace; I got a GPS (Aera 500) warning that I had entered the Class B. Referencing the GPS and my sectional; I believe the alert to be incorrect. In the event that it was correct and to inform NASA of the potential for false alerts from the GPS systems currently being used; I am filing this report. My location was west south west of the ATL airport at an altitude of 2;200 feet. I hope the information helps the NASA data base to include potential false alerts from a GPS system.




Synopsis: PA22 pilot reports what he believes is a false warning from his GPS that he has entered ATL Class B airspace west south west of the ATL airport at an altitude of 2;200 feet.
Date: 201301
Local time of day: 1801-2400
Location: MIA.Airport, FL
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground MIA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Airport

Narrative: For a few years now; everyone I have flown with agrees that the taxiway designation signs are inaccurately labeled throughout the airport in MIA. Look carefully at the portion of each sign that is supposed to label the specific taxiway. The side of each sign nearest to the actual taxiway should display the identifier (labeled with a letter(s)). In many cases; the designators are on the wrong side of the sign. I only ask this question because EVERY other airport I've been to throughout the world is consistent; except for MIA. Please take the time to look at this - it could be a serious safety issue for anyone who is not familiar with the MIA airport.




Synopsis: A B757-200 First Officer reported what he feels to be widespread concern over taxiway signs at MIA; believing them not to conform to otherwise universal formats at other airports.
Date: 201407
Local time of day: 1201-1800
Location: WRI.TRACON, NJ
Flight conditions: Mixed
Weather elements / visibility: Haze / Smoke; Rain; 10
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E WRI
ATC / advisory: TRACON WRI
Reporter organization: Corporate
Reporter function: Single Pilot; Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Workload; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Procedure

Narrative: On initial approach; I was cleared direct to the airfield while descending to 2;000 MSL.  I was advised to call the airport when it was insight.  At approximately 3;000 FT MSL while descending; I broke out into VFR conditions and was able to see the airfield.  I attempted to cancel the IFR flight plan numerous times.  This was caused by a trainee talking with me and the trainer talking with an aircraft that was on approach to a nearby airfield (BLM).  I understand that there is a need for a trainer to oversee a trainee however; when the trainee is speaking to a specific aircraft; the trainer should be listening to that exchange.  This happened a few times during our initial approach to the point where I could not understand which aircraft that ATC was referencing.  I agree that sometimes more pressing issues arise which students may not realize; but talking over a student while he is in an exchange with a different aircraft creates a very unsafe environment in the congested NY airspace.  I attempted to relay this to the training Controller and got a very bad response from him.  As someone who has used McGuire Approach two to three times a week for the past 7-8 years; the have increasingly put aircraft in unsafe conditions usually because of this procedure.  NY Approach working the JFK Sector does this type of training routinely and you never hear the trainer working aircraft other than the one the student is talking to.




Synopsis: Pilot reports of WRI ATC instructor talking to one aircraft while the Developmental is talking to him.  This leads to congestion on the frequency and the pilot reporting cannot cancel IFR.
Date: 201911
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Physiological - Other; Other / Unknown
Second reporter function: Pilot Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After my break I returned to the cockpit and advised the [Relief Pilot] who was relieving the First Pilot that I felt like I was running a fever; which I most certainly was. I felt it was either a UTI; or bladder infection. Onset was rapid; and decline was rapid. I realized the safest course of action was to have the FO's (First Officer) make the landing. The FO's contacted ATC and Dispatch and [requested priority handling]. Sudden onset of illness; resulting in high fever. Hydrate more. Three 3-day trips in a row with one day off between each. Most certainly I have been running dehydrated.


Second narrative: Captain was Pilot Flying. After his middle break; he said he had shivers and wasn't feeling great. I went on last break. When I came back after break; Captain was still not feeling well; looked red in the face; and the [Relief Pilot] said they had talked and decided [that] since [the] Captain did not seem 100% coherent; [it would be] best if he sat in [the] jumpseat during approach. As a crew; we decided I would fly the approach from the FO (First Officer) seat; [and the Relief Pilot] would sit in [the] Captain's seat. Requested priority handling with Approach. Briefed the Purser. Landed without a problem. Taxied to gate. Met by paramedics.


Synopsis: B777 flight crew reported the Captain's sudden onset of illness during flight resulted in the First Officer and Relief Pilot assuming flying duties that led to an uneventful landing.
Date: 201305
Location: OKB.Airport, CA
Flight conditions: IMC
Weather elements / visibility: 6
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I started the procedure turn at the VOR where I started outbound course on a heading of 270 and after 1 minute began my parallel procedure turn by turning back to a heading of 30 and looking to intercept the 270 radial with a 090 and to indication on the VOR. After getting to heading of 30 degrees I waited for the radial to come and it didn't so while trying to figure out what radial I was on; I accidently turned left to a heading of 330 and entered a restricted area. The Controller notified me of this and I took action to turn back southwest toward the VOR and once again trying to determine the radial I was on. At this point I became disoriented and I lost about 1;000 FT of altitude and as I was about 1;500 FT and I began to recover and return to the altitude of 2;500 FT when the Controller contacted me and advised me to simply to return to the airport and asked if I felt comfortable to perform an ILS approach; and concurred that I did feel comfortable to perform it. I then received vectors for the ILS approach into my home airport and then proceeded to land and after landing and performing the After Landing Checklist. I called Approach to cancel my IFR flight plan. While I'm an IFR rated pilot and current; I do realize that I need more training before trying to perform these approaches alone in IMC. This was a valuable learning experience for me. It also has made me realize what my current limitations are in terms of IFR flying.




Synopsis: While practicing instrument flying in VFR conditions; the pilot flying became disoriented and entered restricted airspace. When this was pointed out by ATC; the pilot exited the airspace but also descended 1;000 FT prior to becoming re-established at his cleared altitude.
Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Military Trainer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Propeller Blade
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness; Workload; Troubleshooting; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I took off in my antique military trainer heading for a nearby airport's airshow.  I was still climbing at about 3;000 feet and a chunk of the leading edge of the Sensenich wood propeller including the brass leading edge came off in flight resulting in heavy vibration.   I determined that I could reduce power and significantly reduce the vibration while still maintaining a safe flying speed.   I did a 180 degree turn and returned for an uneventful landing at my home Airport.  I have since replaced the propeller with a newly manufactured Sensenich propeller of the same model.There were no injuries or any additional damage to the aircraft.




Synopsis: The wooden blade of an antique trainer's propeller separated in flight; so the pilot reduced power and safely returned to his home airport.
Date: 201503
Local time of day: 1801-2400
Location: CLT.Airport, NC
Light: Dusk
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B CLT
ATC / advisory: Tower CLT
Second aircraft: A319
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Taking off just behind an Airbus 319; we encountered severe wake turbulence on the initial climb out around 1;700-2;200 feet MSL. With the autopilot engaged; I could not maintain control of the aircraft as it entered a steep right bank of about 30 degrees. I was able to get the airplane under control after disengaging the autopilot and hand flying to keep the wings level until we were clear of the wake. I then briefly talked to ATC; who assured me the separation was legal. In my opinion; the calm weather conditions and busy departures in Charlotte added to the severity of the wake turbulence. At the time; Charlotte was experiencing light winds though I do not recall the exact direction. It was enough for my first officer; who has 20 years of experience; to proclaim it was his worst wake turbulence encounter to date.




Synopsis: CRJ-700 First Officer reported encountering 'severe' wake turbulence after takeoff from CLT in trail of an A319.
Date: 201412
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT; Tower SFO
Reporter organization: Air Taxi
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Approximately 25 East of SFO I contacted NORCAL Approach on [frequency] and requested VFR flight following to SFO. I was level cruise at 3300 feet MSL. I was given a VFR transponder code and proceeded to SFO. I began a gradual descent and proceeded through Oakland Class C airspace. I was not directed to contact Oakland Tower. I continued to descend to 1000 ft. over the Bay. I was getting very close to SFO and requested NORCAL for a frequency change to SFO Tower. I immediately contacted SFO on [frequency] with my position and intent. The response from the SFO Tower was 'Who is this and you can't just fly in here'. I responded with my Call sign and that I had been flight following with NORCAL Approach. I was then asked when I had been up with NORCAL and what frequency. I responded that I had been with NORCAL until I called him and on [frequency]. The SFO tower response was basically 'Oh'; then he cleared me to the ramp at SFO. I remember thinking it was odd that I had not heard the words 'You are cleared into the Bravo Airspace at or below an altitude'. But I just thought NORCAL was busy and I had been momentarily forgotten. I was also approaching SFO from a different direction (East instead of North) than I have in the past. My mistake was not verifying by Bravo clearance much earlier.




Synopsis: Pilot receiving flight following is transferred to SFO Tower by pilots' request. Controller doesn't know who the aircraft is and chastises pilot. Pilot advises Tower that they were under flight following by TRACON; and Tower Controller lets aircraft land at destination without any problems.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
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 Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Situational Awareness
Second reporter function: Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Upon being cleared for the visual approach to XXR ZZZ; Pilot Flying set FAF altitude and continued descent from 4000 ft. to 2400 ft. PM (Pilot Monitoring) contacted tower to inform them of their flight path: turning base [runway] XXR. The crew turned base inside of the FAF; and therefore continued descent to an intermediary altitude appropriate for the glide path intercept inside FAF. In the base turn; the aircraft aurally alerted to a group of antennas in the vicinity of our flight path. As we were already in the base; we continued in the base without interruption and continued the approach to land XXR. The cause was an EGPWS aural alert to man-made group of obstacles; antennas; in the vicinity of flight path. Crew suggest [increased] distance in the turn from proximity of antennas to prevent future aural alerts from EGPWS.


Second narrative: Flying the visual backed up by the ILS XXR; we were cleared for the approach; turning right base for the XXR runway during VMC; crew was aware of the set of antennas in the vicinity; however the GWPS was trigger issuing a 'Caution Obstacle' alert. Pilot Flying increased rate of turn as a preventive course of action to stay south of the obstacle. The crew safely remained out of the path of the manmade obstacle and landed without any interruption. EGPWS ALERT of the antennas in the proximity of the field Increase lateral distance from obstacles to prevent alerts from anything around or in the EGPWS to avoid situations like this.


Synopsis: EMB175 flight crew reported EGPWS alert during visual approach.