elihoole/asrs-aviation-reports huggingface dataset:
Date: 201202
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Landing Roll
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Upon landing the aircraft; I experienced a crosswind gust causing me to lose aircraft control and deviate off the runway. I took actions to maintain wings level and slow the aircraft down. Subsequently; I was moved off the runway and the aircraft tires became stuck in mud approximately 15 FT to the left of the runway. I required assistance to remove the aircraft from the mud.




Synopsis: A C172 pilot lost control of the aircraft while landing due to a gusty crosswind and exited the runway where he became stuck in mud.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Climbing out of 8000 ft had a bird strike to the right engine. N1 on the right engine had a momentary drop of 10%. Then came back to normal. Very strong dead bird smell in cabin. We [returned] and landed (overweight landing). Taxied off the runway and fire trucks pulled up and said there was no damage. We asked to taxi back to a gate. Aircraft would not move; brakes were locked. Vans were sent out and passengers deplaned via air stairs.


Second narrative: Out of an abundance of caution; we selected MAX Autobrakes since ACARS returned a 'Flight Not Found' error when Landing Data was requested.


Synopsis: B737 flight crew reported a bird strike on climbout that resulted in momentary power reduction.  After an overweight landing; the crew encountered locked brakes.
Date: 201908
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Procedure; Manuals; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: Jepp FDPro was current prior to flight with no updates available. Then in the middle of the flight the currency badge turned red and the update page showed that the manuals were non-current. The currency indicator should never go from green to red without a period of yellow first; and it should never do this in the middle of a flight. But the worst thing is that when this happened; the application dumped out all of the airway manuals and company manuals. They just vanished - no longer installed in the app. This has the potential to affect flight safety.This has now happened to me 3 times in the past 3 months; where the app goes from current to non-current in the middle of a flight. I've been working with the EFB (Electronic Flight Bag) people and with technical support at Jeppesen since the beginning of June on this issue and some other issues related to the application data updating. I've sent them log files on multiple occasions. I've deleted and reinstalled the app. I've provided very detailed feedback; yet they have no answers. This all started with version 4.0 of the app.This issue needs to be elevated and resolved. Maybe the proper managers are not aware of it. We simply cannot have an EFB app that deletes its own data in the middle of a flight. Additionally; this needs to be captured in the SMS (Safety Management System) process. Every time the company wants to remove another paper product from the cockpit; reports such as this need to be considered. I have to wonder how many EFB difficulty/bug/error reports exist that are made outside of the [ASRS] and thus not captured in the SMS process.




Synopsis: B757 Captain reported on three separate occurrences; the EFB app deleted its content while the aircraft was in flight; depriving the flight crew of all charts.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Personal
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: During boarding the agent came to the plane to take care of something.  Our D FA; told the agent that she could seat a non rev in [seat] XX if she wished to. The agent confirmed with D FA it would be okay. They assigned XX to a non rev. After door closure our B FA; advised myself and the D that we aren't allowed to have a passenger in XX. D FA told us that she was fine with it and that she had given the agents permission to assign the non rev there. B FA told her that it wasn't okay because it was against current policy for social distance. D FA advised that she didn't care and that she does it all the time because she likes to take care of the non revs. B FA told her it wasn't okay but D FA didn't care. We left ZZZ and during the middle of the flight when we had a moment to speak together as a crew I told them that I wasn't comfortable with this violation of the policy and I was going to [report] the situation. There were plenty of available main cabin seats to assign to the non rev.All FA's and CSA's should understand that we do not have the authority to override safety policies and procedures needlessly.




Synopsis: Flight Attendant reported that another Flight Attendant assigned a non-rev to a seat that was against current policy for social distancing.
Date: 201601
Local time of day: 0001-0600
Location: N90.TRACON, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D TEB
ATC / advisory: TRACON N90
Aircraft component: Air Data Computer
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: We departed runway 24 on the RUUDY 5 departure. The aircraft leveled off to cross the WENTZ intersection at 1500 feet. When checking in with New York Departure; we were told to descend immediately to 1500 feet. We immediately cross checked our altimeters and verified we had 3 altimeters showing us level at 1500 feet. We were confused and thought there must be some mistake. Again the controller contacted us and described the departure procedure to us and stated we must be unfamiliar with the procedure. The controller was made aware that we flew the departure regularly without incident and had done so for many years and that all 3 of our altimeters showed us at 1500 feet. The controller stated he showed our aircraft at 2100 feet. I immediately switched transponders and requested a Mode C readout. He again stated that he still showed us at 2100 feet and that we needed our equipment checked. I made him aware that we had just deiced; which may have caused the problem. We were given direct ELVAE and climbed to 6000 feet. I requested another Mode C readout from the next controller; who then elected to wait until he got us through the departure corridor. Soon after; we checked both transponders and both were functioning normally. At this time the First Officer made me aware that when I called '400 feet flaps up' that he looked at his altimeter and it was descending in the climb. About 30 minutes later; the #2 digital air data computer failed. The First Officers airspeed; altimeter; AOA (Angle of Attack); and VSI were all failed. We immediately switched to DADC (Digital Air Data Computer) #1 on his side and continued the flight without incident.




Synopsis: G-IV Captain was informed by ATC that he had leveled off at 2100 feet on the RUUDY5 while all three aircraft altimeters show 1500 feet. A few minutes later the aircraft altimeters agree with the Mode C read out. Thirty minutes into the flight the number two air data computer failed. The aircraft had been deiced just prior to departure.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Light: Daylight
Aircraft: Super King Air 300
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C ZZZ
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control; Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approach had the BE-30 descend to 4;000 then continue to 2;000. Approaching 2;000 feet I tried to disconnect the autopilot. The autopilot lights went out; but the yoke and trim wheel were still locked. I had the co-pilot pull the AP servo breaker and it took over 20 seconds for the servo to release the yoke and trim. While this was happening we descended to approximately 1;800 feet and ATC advised us of low altitude warning.




Synopsis: A BE-30 autopilot failed to disengage by the normal means so the Captain had the First Officer pull the autopilot servo circuit breaker which allowed the servo to release 20 seconds or more later.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Mission: Training
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Aircraft

Narrative: I was conducting an initial Part 141 check for a flight instructor. We requested a Northbound departure and were assigned Runway XXR. Once on a northbound heading we were given a traffic alert from ZZZ Tower for traffic at our 1 o'clock position. We lowered the nose slightly to gain visual.  The traffic passed below us on a Westerly heading. ZZZ Tower informed us the aircraft was with ZZZ1 Approach executing a missed approach from Runway XXR. [The difference in our altitude] was 2;700 ft. MSL [for our flight] and the other aircraft was 2;500 ft. MSL.




Synopsis: Pilot reported that ATC issued a traffic alert while on departure resulting in a NMAC.
Date: 201605
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Light: Daylight
Aircraft: Small Aircraft
Operating under: Part 91
Flight plan: VFR
Mission: Skydiving
Flight phase: Cruise
Airspace: Class E ZDV
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Parachute Jumping in progress at ZZZ. Aircraft X; a VFR aircraft jump plane; getting flight advisories at 14;500ft MSL. Aircraft Y another VFR Aircraft jump plane; getting flight advisories at 13;500ft MSL. When I first took the sector I was advised of the Parachute jumping in the vicinity of ZZZ. There were two aircraft receiving flight advisories that were performing parachute activities; Aircraft X and Aircraft Y. I issued Aircraft X traffic head on 1;000ft below; and within seconds Aircraft X said 'one-minute till jumpers'; even though I just told him about the traffic under him. I told him to keep the jumpers in the plane and gave several control instructions to each aircraft to keep them away from each other.This is a very dangerous situation that continues to create an unsafe environment in the NAS. There have been several instances of controllers issuing traffic to jump plane aircraft at [this airport]; and our advisories are completely ignored. It happens almost daily when more than one aircraft are jumping at a time.[Recommend] only allow one aircraft at a time to release jumpers in any given area; and never allow jumping when another aircraft is in close proximity of that aircraft. Make jump pilots and or operators coordinate times at these airports. Have Flight Standards look into these events and issue citations to pilots who ignore Air Traffic Control Instructions and or Advisories.




Synopsis: ZDV Controller reported of problems with skydiving aircraft that allow jumpers out when traffic is below them.
Date: 201412
Local time of day: 1801-2400
Location: IAD.Airport, DC
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B IAD
ATC / advisory: Tower IAD
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness; Workload; Training / Qualification
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X on ILS to Runway 01C LC3 (Local Control 3); weather conditions 1/8Sm BR OVC003; Aircraft executes missed approach.  Separation loss with runway 01R departure 1.05 miles and 300 feet.  LC1 cleared aircraft for takeoff on runway 01R.  LC1 did not apply appropriate rules; 7110.65 paragraph 5-8-4 or 5-8-5 which apply.  Runway 01C missed approach course does not diverge by 30 degrees from runway 01R departure heading.  SOP does not cover this because previous manager refused to address this situation.  Previous manager said 'You don't have to separate a missed approach from a departure it's a unplanned event'.  Numerous pilots have had pilot deviations filed in this situation when controllers were causing the separation situation.  SOP needs to be corrected.Fix the SOP; Re-train all controllers on this situation.  Exonerate the pilot and others pilots that have been charged with this.




Synopsis: IAD Controller reports of a loss of separation due to lack of procedures related to missed approach procedures.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When aircraft was climbing after takeoff I experienced a feeling of a stall. I mentioned it to the flight attendant sitting across from me seconds after it occurred. Flight attendant upfront called us and told us they smelled burning odors. I too smelled this and saw a haze in the cabin. I put wet paper towels over my face until we landed.




Synopsis: A330 Flight Attendant reported smelling a burning odor and observed haze in the cabin after takeoff.
Date: 201907
Local time of day: 0001-0600
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At altitude several hours into an uneventful flight I elected to transfer control of the aircraft to the First Officer and exit the cockpit to retrieve my meal from the galley. Upon reentry attempt I entered the security code for the cockpit door. I witnessed the appropriate lights illuminated and heard the chime from the other side of the door. I was; I assume mistakenly; denied access by the First Officer. I waited a moment or two for him to realize his error and turn the control knob to unlock; thus granting me access despite the original selection. This did not happen. I reentered the security code from outside the cockpit door. But; because of my previous deny status the door was in a reset mode and no chime or indication of my second entry request was received inside the cockpit. I could have elected to stand outside the door for several minutes for the timer to count down allowing me a re-attempt; but; because I did not know what was going on inside the cockpit I elected to call the First Officer on the provided intercom system. I could hear the intercom chime through the door. He did not answer. I called the second time. He did not answer. I called a third time. At this point; because he did not know how to operate the door unlock system and not know how to operate the intercom; the First Officer elected to get up from his seat to manually open the door for me.




Synopsis: B767 Captain reported being locked out of the cockpit and the FO not knowing how to unlock the door to let him back in.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness; Confusion; Distraction; Human-Machine Interface
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We were cleared for takeoff; radar vectors to 5;000 feet.  Shortly after takeoff and at acceleration altitude; as pilot flying; I called for VNAV.  Departing ZZZ there were many thunderstorm cells and we were told to expect multiple vectors. Those started early and we complied as the airplane climbed. I was also instructing my pilot monitoring to clean up flaps on schedule as he spoke to ATC.  It was just above 2;000 feet shortly after my call for autopilot on; I notice the airplane attempting to level and the throttles retarding. My first inclination was to immediately verify that we had the proper altitude of 5;000 feet set and it was. In a moment of confusion I disengaged the autopilot to continue what was then a turning climb. With the throttles now not going back into the TOGA detents; I also disengaged the autothrottles and manually pushed them forward. I verbalized 'What is going on' to my FO. It was shortly after this I realized our vertical mode: green ALT. I instructed the FO for FLCH speed 250 (we were nearing around 2;500 by this time). In the short period of this trouble shooting; I dipped the nose enough to break the 250 kts limit. When I noticed it; the speed was a little shy of 270 kts. I immediately brought the speed back to 250 kts and continued the remainder of the flight without incident.This was my first leg back after 3 months. Immediate vigilance is required and complacency is never an option. I still am unclear as to what sequence drove that airplane into green ALT (it is possible the task saturated FO hit ALT multiple times looking for AP; but he was unable to offer any clarifying information).  The point is I should have included a verification of magenta FLCH on the FMA when I verified the altitude set.  I cannot assume either the airplane or my First Officer will always deliver what I ask for.




Synopsis: Air carrier Captain reported the aircraft started to level off at the incorrect altitude resulting in a speed deviation while trouble shooting.