elihoole/asrs-aviation-reports huggingface dataset:
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: I was the first officer and we were going between two thunderstorm cells with the radar on. We then entered some clouds and got severe turbulance and the airspeed was depleting quickly so I took over the controls and started to descend to prevent a stall the captain told me to put the autopilot back on after losing a thousand feet and then he had the controls. After the airplane climbed 1;000 feet in just a few seconds it started having at least 50 kt windshears and the autopilot kicked off. The captain took the controls and tried to keep the speed he then got more windshear and got the stall shaker. At that point we did a stall recovery and told ATC we needed FL350 and they gave it to us. We then could put the autopilot back on and proceed with moderate turbulence.With the unexpected turbulence I can't think of what we could have done much better.




Synopsis: While flying in the vicinity of thunderstorms; CRJ-700 crew encountered severe turbulence and windshear resulting in altitude deviations and stall warning activation.
Date: 201910
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch; Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Strong acrid odor occurred at aircraft rotation. Required donning of oxygen mask. Cause: Problem believed to be caused by engine oil migration into air cycle machine.Suggestion: Rolls Royce Trent engine product liability issue.




Synopsis: A330 Captain reported strong acrid odor after aircraft rotation during takeoff.
Date: 202005
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: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Passenger
When detected: Aircraft In Service At Gate
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: During boarding; a passenger approached me to indicate his displeasure that another passenger was not wearing a mask. I offered to allow the passenger to move forward to the exit row to gain distance from the indicated passenger. Another passenger seated in the exit row had removed his mask as he was eating. The original passenger; seated in seat X; opted to state that it was '[expletive]' that we wouldn't force everyone to wear masks. I did ask the passengers in question to put on a mask; but he refused. I brought the situation to both the other FA and the pilots. Passenger in seat X remained quiet once he returned to his seat.Passengers are nervous about flying and rapidly changing requirements that vary from state to state as well as a general disregard for what flight attendants say on the part of the passengers.




Synopsis: Flight Attendant reported a passenger's displeasure with other passengers not wearing masks.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-46 Malibu Meridian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ1
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi; In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Running practice approach for Runway XX at ZZZ. Hand flying; drifted high on glide path at about 2 miles out. Pitched to return to glide path and failed to pull throttle enough and airspeed increased. I didn't notice it until I crossed the threshold and was still doing 118kts. Normal approach with 10% flaps is 100. There was also a gusty crosswind and I was focused on maintaining alignment and centerline. Ended up landing almost 2;000 feet down the 5;000 feet runway. Continuing to maintain centerline; I saw the end of the runway coming up quickly and braked hard; speed then was 49 kts. Crossed the end of the runway into the grass at approximately 20 kts; continued to slow; executed a hard left turn and rejoined taxiway. Subsequent inspection showed no taxi light damage and no damage to gear. I need to maintain a closer watch on airspeed even when dealing with gusty crosswind; don't get fixated.




Synopsis: PA-46 pilot reported a runway excursion due to being too fast on the approach and landing.
Date: 201507
Local time of day: 0601-1200
Location: TPA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower TPA
Aircraft component: Speedbrake/Spoiler
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Pushback was normal except ATC advised that 19R was the new departure runway. I went ahead with the engine start while Captain worked on runway change with performance computer.  All checklists were completed and complied with as normal. Taxi out was uneventful with Before Takeoff Checklist completed in timely manner. Cleared for takeoff on 19R; Captain advanced thrust levers to takeoff N1s and Configuration horns sounds. We both check all settings and do not notice any abnormalities.  Captain aborts takeoff; speed was less than 60 knots. We tell ATC of abort; clear runway; and check all settings. Captain believed speedbrake not in down detent on taxi rollout on runway.   Not sure; but throttle burst check may not been advanced far enough?




Synopsis: B-737 crew aborted the takeoff due to configuration horn activation at thrust lever advancement. No abnormalities found. Crew suspects that the speedbrake lever was not completely stowed.
Date: 201305
Local time of day: 1201-1800
Location: DFW.Airport, TX
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Turbine Engine
Component problem: Improperly Operated
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; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: The APU was placarded inoperative and the Crew Chief checked in on the headset and asked if we were going to start both engines on the gate. I told him we would and after we got clearance to start we started the number two engine first just like we always do. Right at starter cut out the Crew Chief came back on the headset and reminded me that the start cart was in front of the number two engine. I shutdown the number two engine and at that time the First Officer and I discussed that 'normal' start sequence for an inoperative APU was to start the number one engine first. I asked the Crew Chief if the number two engine had sucked in the start cart hose or had any damage done to it. The Crew Chief said there had been nothing ingested by the engine and no damage to the engine had occurred.


Second narrative: No problem was encountered so we started the left engine; pushed back and later crossbleed started the right engine.


Synopsis: When dispatched with an inoperative APU it was necessary to start the B737-800 using a ground power cart. The flight crew inadvertently started the right engine first contrary to the non-normal procedure because the start cart must be positioned in front of the right engine. The ground crew reminded them and they shut down the right engine; started the left engine and then pushed back prior to restarting the right utilizing crossbleed pneumatics.
Date: 202012
Local time of day: 1801-2400
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Passenger Z; [seat] XX1; was ask and reminded several times by C FA and D FA to put his mask on. Passenger would have it down and put it back on when he saw a FA walking by. Passenger was not eating when found with his mask off.




Synopsis: Flight Attendant reported that a passenger was reminded several times to wear a face mask; but would have the mask down and put it back on only when a flight attendant walked by.
Date: 201605
Local time of day: 0601-1200
Location: DCA.Airport, DC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DCA; Special Use P-56A
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On departure; about the same time we received the radio call to switch to departure; I noticed an amber SPD LMT annunciation in my PFD. Moments after the call to switch to departure; the copilot called for VNAV. Between switching frequencies and looking for any other indications of a more serious problem; I may have inadvertently pushed LNAV instead of VNAV (disengaging LNAV) which caused the flight director to fly the runway heading and not the SID. By the time the copilot engaged LNAV and turned; we apparently flew into the western edge of P56-A.Even though I briefed the warning areas; I briefed them in relation to an engine out event and to plan to go to Dulles and maybe should have been more emphatic about not flying into the prohibited airspace in general - to have the nav display in the cross scan until the turn has commenced. Double check that the right button is selected and verified. It's too easy to just fly the flight director.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737-800 flight crew reported they encroached on the P-56A restricted area when LNAV was mistakenly deselected during departure from DCA.
Date: 201508
Local time of day: 0601-1200
Location: AGC.Airport, PA
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E PIT
ATC / advisory: Tower AGC
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was cleared by Pittsburgh Approach for a left base visual approach to AGC when approximately 10 miles directly south of AGC. I flew a course of approximately 020 to position myself for the left base and began a descent from 4;000 feet to TPA of 2;250 feet. I contacted AGC Tower and advised of the visual approach.When approximately 6 miles out; I saw an aircraft out of the corner of my eye at about my 2 to 3 o'clock position. The aircraft was at my altitude and flying a westerly/south westerly course. I would estimate that the aircraft was within 300 feet horizontally and at my same altitude.I immediately dove the airplane to create vertical separation. I would estimate that we descended 100 to 200 feet quickly.The aircraft passed over the top of us and took no evasive action.This incident took place in an odd location in the airspace system: aircraft on an IFR flight plan; in visual conditions; just having been handed off from Approach to Tower; but still outside (I believe) of AGC Class D airspace. At this point; it seems that no one was particularly watching: Approach had handed off; Tower had me outside of the Class D; no one in the ATC world had responsibility for separating me (IFR) from VFR traffic. I was focused on the approach and expecting; perhaps; traffic advisories as I was on an IFR flight plan.Lesson: pay particular attention while on approach at the seam of controlled airspace where planes may be flying to avoid having to talk to Class D controllers. Lesson 2: get ADS-B into my airplane.




Synopsis: PA32 pilot reported being on an IFR flight plan and experiencing a NMAC with another aircraft 6 NM south of AGC during descent. The other aircraft did not deviate while the reporter made an evasive descent. The reporter believed that the Tower should have advised him of the traffic.
Date: 201506
Local time of day: 1801-2400
Location: ORD.Tower, IL
Light: Daylight
Aircraft: Small Aircraft
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight; Taxi
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The North Satellite airspace light was on-had to protect the airspace. Departed Aircraft X off Runway 9R; was a westbound normal operations would be on a 320 heading after protecting for a missed approach off 9L; since the North Satellite light was on; after protecting for the missed approach I turned Aircraft X to a 040 heading (that is as far left as I can turn while protecting the airspace). Then I departed Aircraft Y runway heading; Aircraft Y was also a westbound; but a jet. During the time Aircraft Y was off the departure end climbing; the North Satellite light went out; and the North Tower called in my ear to tell me that 'Aircraft A went on his own' I was unsure what they were talking about and said say again at least once; then the controller said 'the guy on tango.' It took me a minute to realize they were speaking of an aircraft on Taxiway Tango reference my 9R arrival; there was an aircraft in the OCS (Obstacle Clearance Surface) and my arrival need to be sent around. I sent Aircraft Z around; had to climb to 4000 and fly heading 090. I then turned Aircraft Y to a 320 heading that is the standard heading for westbound on East Flow; and then turned the missed approach in trail of Aircraft Y. Approach control called to question if I turned Aircraft Y to a 320 I said yes; not sure but it looked like they turned the propeller after the light went out so they were worried that Aircraft Y was going to be in conflict with him. I had a lot going on in those seconds that I don't know if separation was lost.The North Tower needs to state exactly what they mean; I have traffic in the OCS (Obstacle Clearance Surface) send your arrival around. And the TRACON should coordinate with the Tower if they are going to turn a propeller off the assigned heading. We are required to not give the TRACON a jet on the same heading as a propeller until the propeller is at least 8 miles from the airport; I gave the TRACON the propeller on a 040 heading; there was no coordination done to tell me that propeller had been turned from that heading.




Synopsis: ORD Tower Controller reports of miscommunication between him and another Tower Controller that lead to confusion and a go around. Other controller wasn't specific in what was going on which lead the reporter to give the TRACON an unsafe situation.
Date: 201402
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying; Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Other / Unknown
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Stable at 500 FT [we] went below glideslope. Around 400 FT; got 'glideslope' GPWS alert; while correcting. Glideslope recaptured before minimums; continued approach to safe landing. Go-around was not called. Poor scan by pilot flying and poor back-up by pilot not flying and Relief Pilot. 'Go-around' if any major deviations are experienced inside the stable approach parameters.


Second narrative: After long flight; [we were] cleared for ILS. Nice day; broken overcast layers; saw the airport beyond 10 miles on the localizer at 3;000 FT. Wind was light; about 10 degrees off runway heading. Approach was normal and in visual conditions. I clicked off the autopilot just prior to the '500' EGPWS call. Got the 'Stable; clear to land' call from the pilot not flying and made the new 'Landing' call. At about 300 FT above touchdown we received simultaneous glideslope and sinkrate alerts; and the pilot not flying said something like 'you're low'; I believe. I made a rapid thrust and pitch correction; and was about to hit the TOGA buttons when I saw we were back on glideslope and the PAPI; on centerline and it was apparent we could make a safe landing; so I opted to land. I don't know how we got low. I didn't feel a downdraft. There was a plane at the hold short that might have caused a momentary aberration in the glideslope. I would have prevented going low if I had anticipated it happening. I will be more alert to prevent it in the future!


Synopsis: Three B777 pilots report getting low inside 500 FT on a VMC ILS approach. The EGPWS glideslope call alerts the flying Captain; who corrects and lands. No go-around call was made.