elihoole/asrs-aviation-reports huggingface dataset:
Date: 201504
Local time of day: 0001-0600
Location: SEA.Airport, WA
Light: Dawn
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B SEA
ATC / advisory: TRACON S46
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was pilot flying on climb out from SEA; we were encountering mild wake turbulence following the preceding aircraft.  SEA tower did not issue a turn to the east with the takeoff clearance.  On climb out of the SEATTLE4 departure we were eventually given a turn to 140 and a hand off to departure.  The First Officer (FO) checked in with departure and they told us to turn direct to a fix on the route.  They did not clear us higher than the initial 3000ft.  The FO commanded my FMS to proceed direct to the proper fix; I verified it and told him to press NAV.  All while this was happening we were encountering mild wake turbulence; a new turn; and level off at 3000ft.  I began the turn to the fix after verifying it in the FMS and commanding NAV.  I started the turn before the flight director caught up to the proper turn direction.  I overshot the level off at 3000ft.  The FO called 'altitude' when he noticed that I didn't level at 3000ft.  I leveled off at approximately 3120-40ft and returned to 3000ft.  Soon after we were cleared higher and proceeded uneventfully to destination.The cause of this event was my leading the turn and momentarily disregarding the HUD cue; while waiting for it to catch up.  In disregarding it and trying to hurry up into the turn I lost the valuable level off pitch guidance as well.  I was using the flight director but not following it.   With the distraction multiple changes it needed to be used completely or not.   The wake turbulence was a factor in that I wanted to turn out of it as soon as possible.




Synopsis: Q400 Captain reported an altitude overshoot on climbout from SEA; citing a wake turbulence encounter as contributing.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Extra 200/300 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
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: Conflict Ground Conflict; Critical; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Procedure

Narrative: After conducting an aerobatic practice flight; I entered the pattern on the 45 degree leg to downwind behind two other aircraft; a Cherokee and a C182.  The Cherokee was operated by the local flight school and was in front of the C182.  The C182 was flying a wider than normal downwind; 3 times the size recommended by the airport.  The Cherokee did the same and flew a 1.7 mile long final with no other traffic in front of him.  This caused me to perform two 360 degree turns to increase spacing.  I also performed S-turns on final but got too close to the C182 so I went around.  During the go-around the C182 announced that he was disabled on the runway.  I orbited and then started to divert to ZZZ1 but realized that I did not have enough gas to get there.  I returned to the ZZZ pattern; declared a fuel emergency on CTAF and landed without incident on taxiway A.  My low fuel state was caused by two factors: the excessively large traffic patterns flown by flight schools causing two 360 deg turns; s-turns; and a go-around; and the limitation of the Extra 300/S to prohibit aerobatic flight with fuel in the wing tanks limiting the amount of fuel on board to 12.9 gallons.The FAA must push flight schools to fly tighter traffic patterns.  The ZZZ airport requests GA traffic to fly a 1/2 to 3/4 mile downwind and flight schools typically fly 1 to 1.5 mile down winds.




Synopsis: GA pilot reported running low on fuel with the runway closed and without sufficient fuel to divert; elected to land on a taxiway.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Mid boarding; #3 FA came into the cockpit to inform me of a first class passenger that confronted him in the boarding area upset that the flight was delayed. This same passenger now seated in first class was continuing to verbally harass the crew and complain about the flight being late. #3 FA came to the cockpit a second time to report that the same passenger was now taking phone photos and or video and getting more upset despite #1 FA and #3 FA's efforts to deescalate. I took a screen shot using my iPad of the recent company policy letter concerning social media issues and company policy in dealing with and diffusing it. Both #1 and #3 read the pertinent parts of the letter. I asked for the agent to not close the door; radioed ops for a customer service or complaint resolution supervisor to please come down to the aircraft. A gentleman showed up very quickly. Since this had quickly escalated to a level 1 and non-compliant passenger disruption I asked that the passenger be removed.




Synopsis: B737 Captain reported a first class passenger was verbally harassing the crew and complaining about the flight being late. The Captain elected to have the passenger removed from the flight.
Date: 201208
Local time of day: 1801-2400
Location: DFW.Airport, TX
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B DFW
ATC / advisory: TRACON D10
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Departed 17R on a heading of 160 rather than the RNAV Departure.  Departure control has us turn left towards the northeast.  While starting the turn from 160 and passing 090 heading and 30 degrees of bank at approximately 2;500 FT; the cockpit was lit up by a blue laser light.  I turned and looked at the light momentarily and looked away.  I reported the light to Departure at that time.  Climbing in the flight levels; I contacted Dispatch and also reported the laser light.  The First Officer did not report any negative effects; but I had spots like a camera flash had gone off.  When I got the the hotel; I had slight pain in my left eye and as of the writing of this report; there is still a spot on my left eye.  I wish there was a simple solution; but these types of events are getting more common.  I can only hope law enforcement will follow up on these reports.




Synopsis: An Air Carrier Captain was illuminated by a blue laser departing DFW; resulting is significant eye irritation.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather; Procedure
Primary problem: Human Factors

Narrative: Pilot who was new to the area / airport failed to notice that an ODP (Obstacle Departure Procedure) was in place for the departure airport. Upon takeoff; he turned on course and climbed in accordance with IFR clearance to the first waypoint; ZZZ; entering IMC maybe 1 minute / 500 ft. AGL. Later realized that he had missed the ridgeline of the mountains by maybe 200-300 ft. during his climb. Pilot has done all his flying in a controlled airport under a Class B shelf where he's always under radar control and IFR clearance includes initial route of flight / altitude to ensure obstacle clearance. Suggestion to avoid situation in future. Departure airport prominently post the need to read and follow ODP in a place where any pilot can see it while they walk out onto the Ramp to their aircraft.




Synopsis: PA-28 pilot reported not following an Obstacle Departure Procedure on departure climb in IMC and nearly having a CFIT incident.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; Thunderstorm
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather
Primary problem: Weather

Narrative: - Dispatch advised :30 minutes out that [destination] might shut down for arrivals due to thunderstorms.- Approach had continuous light to moderate turbulence.- While turning to intercept localizer; we observed thunderstorms West and South of [the airport].- At approximately 1;500 feet AGL we received a 'Wind Shear' warning.- Wind shear was displayed in front of the aircraft in the terminal area.- Executed a missed approach. Advised ATC. Started climbing to 12;000 feet.- Observed severe weather south of the airport in the missed approach path on radar.- Asked ATC for left turn to heading 120 degrees to avoid weather. - ATC said unable due to coordination with other traffic.- ATC asked what are our intentions [were]- Advised tower we [were] turning to heading 120 degrees to avoid severe weather.- Passing through 10;000 feet; tower amended our altitude to 9;000 feet. - Knowing that these thunderstorms were closing in on [our destination]; we decided to go to our alternate.- We then advised ATC we would like clearance to our designated alternate.- Clearance was received.




Synopsis: A320 Captain reported diverting to an alternate airport because of weather at the destination.
Date: 201911
Local time of day: 0601-1200
Location: EWR.Airport, NY
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B EWR
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: Arrival in Newark; ATC directed descent to 2;000 feet while maneuvering to [Runway] 4R approach. We were out far enough distance that those instructions plus direction to maintain 220 kts would put us in violation of FAR's. We openly discussed Class B and airspeed and flew accordingly.


Second narrative: Philbo3 STAR; EWR. Vectors after Metro- at about 8;000 feet [contacted] Approach Control; then cleared direct GRITY; descend/maintain 2;000 feet; intercept [Runway] 4R localizer. Complied with clearance; then realized we were well outside limits of Class B airspace when we reached 2;000 feet. Noted several other aircraft were given same type of clearance. The weather was IFR; with ceilings at 550 feet. Delaying the descent to comply the with Class B airspace would have made us stay higher much longer than the time normally expected to comply with an ATC clearance; and thinking this was a traffic issue with ATC; we complied with the issued clearance. No traffic advisories or conflicts were noted. Spoke with the Captain on the inbound ZZZ-EWR flight after arrival and he stated [he] had been given the same type of clearance.  My question: is an ATC clearance authorization to operate below the Class B airspace?


Synopsis: Flight crew reported EWR ATC instructed them to maneuver below Class B and exceed 200 kts.
Date: 201501
Local time of day: 1201-1800
Location: SFB.Airport, FL
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 SFB
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Procedure; Chart Or Publication
Primary problem: Procedure

Narrative: After calling for taxi clearance; we were given a clearance of 'Taxi runway 09L via charlie; lima; bravo. Hold short of 9C.' After reading back the clearance and hold short instruction; we were immediately cleared to cross runway 9C. This happens 99% of the time. SFB ground automatically issue a hold short instruction and then issue a crossing instruction immediately after the read back. I believe this is a serious safety and compliance issue as it conditions pilots to expect the crossing instruction. Compounding this issue is that runway 9C has its own tower frequency that Company aircraft are never told to monitor. In fact; I would guess that 99% of SFB pilots don't know what the frequency is for this runway as it is not on the Jeppesen plate for the airport. Company aircraft are routinely being given a clearance to cross a runway by a controller other than the one controlling operations on the runway. Procedures need to be changed in SFB to discontinue the 'automatic' hold short instruction unless needed. Aircraft crossing 9C/27C need to [be] issued that instruction by the controller controlling operations on the runway while on the frequency active for the runway.




Synopsis: Air Carrier Captain reports a potential issue where SFB Ground issues a hold short clearance for Runway 09C in the original taxi clearance followed by a clearance to cross Runway 09C shortly after. Reporter believes this and having the Controller working Runway 09C on a different frequency can lead to an error where an aircraft inadvertently crosses Runway 09C without a clearance.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Corporate
Operating under: Other 107
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
Reporter organization: Corporate
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure; Equipment / Tooling
Primary problem: Procedure

Narrative: I have been made aware of an incident concerning a drone that my company owns.  An inexperienced drone operator attempted to launch with multiple sensor errors. A takeoff was successful; however; the drone initiated an uncontrollable climb and no corrective action was taken. The drone continued to climb out of sight and was not seen again. The last reported altitude from the drone was 6332 AGL.  The telemetry last reported by the drone was directly overhead. As contact between the controlling laptop and drone was lost; that is the last information available. The information I have given is compiled from interviewing the operators and inspection of the laptop computer that was used to control the vehicle. It is my assumption that the drone continued to climb until a critical battery level was reached. Upon this happening it would have initiated a 'return to land' function at its point of departure. I would assume that the battery level would not have allowed it enough energy to return home and it has crashed somewhere downwind.




Synopsis: Person affiliated with a company which operates UAVs reported that an inexperienced operator lost control of a UAV which apparently crashed in an unknown location.
Date: 202009
Local time of day: 1801-2400
Location: SBGR.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Center SBBS
Second aircraft: Balloon
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: An airborne object passed within 100 yards of my aircraft on departure. No evasive maneuvering as it passed the same time we saw it off the right side of the aircraft. It was a balloon or something lit by some sort of incendiary device obviously designed to float the object to high altitude. It was large; in excess of 100 feet tall. I gave a PIREP to ATC Departure. They didn't care or lost in translation. Hot air balloons are prevalent on morning arrival into this airport.  We see them every other flight. They are typically large and with some sort of picture or photo attached visible to the naked eye. However; this was the closest encounter I've had with one that I knew about and it was on the night departure. Just recommend an advisory to pilots that hot air balloons are a constant threat in the terminal area. They are sometimes on ATIS; NOTAMs; but maybe an operations bulletin might be more of a mitigating warning for new pilots.




Synopsis: Air Carrier pilot reported a NMAC with a hot air balloon on departure at night at a foreign airport.
Date: 201205
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
ATC / advisory: Tower ZZZ
Aircraft component: Escape Slide
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Human-Machine Interface; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: The aircraft went back to the gate to resolve Hazmat paperwork as described by our Captain. I had to open the L1 door for the D Flight Attendant because she was assisting a passenger who wanted ice for his foot injury. I disarmed the L1 door upon arrival back to the gate. Upon removing the girt bar from the floor brackets I noticed that I had to use more force to make it snap in place to fully complete the disarm position. Sometimes; the girt bar has a tendency to pop out of the clips on both ends so I made sure it stayed clipped by pressing it down further with my foot. I barely cracked open the L1 door slowly while looking out of the viewing port for the agent. I noticed that a portion of the slide pack fell on my foot and was partially out of its container. The girt bar was dangling on the floor as well. Since I was looking out the viewing port and did not really see what happened; I can only speculate that the girt bar might have popped out of from the clips and got caught on the floor brackets thus allowing the slide pack to fall from its case. I asked the D Flight Attendant to call the pilots and help me with the door. The Captain took over and asked me to check if the door was disarmed and he saw that it was disarmed before completely opening the L1 door with the First Officer. I should let the D Flight Attendant open the L1 door since it is her assigned exit door. I can always give a pack of ice to the customer after both doors are disarmed. I can also double check by looking down once more at the girt bar making sure that it does not pop out of the clips. Do a second check on the girt bar and make sure that it does not pop out of the clips. I can do this by testing it a few times before completely disarming the doors.




Synopsis: B737 Flight Attendant describes a gate return and the manual disarming of the slide by placing the girt bar in the storage clips. When the door is opened the slide pack falls from its' container but does not inflate.