elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Night
Aircraft: B777-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Relief Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: Deviation - Track / Heading All Types; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: We came off our break approximately 4 hrs into the flight. The seatbelt sign was on and the Captain and FO were just finishing a weather deviation at FL280. Shortly thereafter; we encountered light chop and eased the aircraft up to FL290. We had a block of FL280 to FL300. The ride was smooth at FL290. After approximately 15 to 20 minutes of smooth air at FL290 and in the clear with the seatbelt sign on we went from smooth air to severe turbulence in a fraction of a second. We descended immediately to FL280 (in the block) while coordinating for descent to FL250. We were hit a second time with severe turbulence at FL280 and descended with clearance to FL250 while deviating left of course. We descended to FL240 where the ride finally smoothed out. During descent to FL240 the crew rest airflow off light illuminated with a warning chime in the bunks. We felt the turbulence threat overrode the recommendation for the bunks to not be occupied due to airflow. Both encounters with severe turbulence lasted less than a minute. The aircraft was at turbulence penetration airspeed for both encounters. There were no passenger injuries. Two flight attendants were injured.Sleep inertia coming off of a break in the middle of the night was a factor. It was a busy cockpit with finishing a weather deviation; changing altitude for light chop at FL280 and plotting SIGMETs from dispatch. I had taken my iPad to the bunk and gotten up early from the bunk to get the latest weather. There was NO internet connectivity in the cockpit and the turbulence graphic I had pulled up in the bunk disappeared for some reason without the Wi-Fi signal in the cockpit.Wi-Fi that works in the cockpit would certainly have helped. I question dispatching though this particular weather system.


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


Synopsis: B777 flight crew reported encountering severe turbulence several times until descending to smoother conditions.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Human Factors

Narrative: I was returning from a pleasure flight from ZZZ to my home airport ZZZ1 and had joined Runway XX right downwind via the right 45. I had made all my radio calls: joining the right 45 Runway XX; established on the right 45 Runway XX; Right downwind XX; Right downwind abeam XX numbers. There were at least 2 other aircraft in the pattern and my pattern entry was quite seamless - I was careful to maintain the headings and altitudes - and monitor every other plane's position both on ADS-B and visually. Frankly; I think I did a very good job. As I was turning base; I made my radio call ('turning right base Runway XX') then I saw ***RIGHT IN FRONT ON ME***; at 11 o'clock; a Cessna 172 converging to me; same altitude; apparently on a dogleg to Runway XX. I took evasive action immediately by leveling off and stopping my turn. I think he missed me by less than 20 feet. It was incredibly close. Then I rejoined final; and went around. As I went around I saw the offending 172 landing in front of me. I vehemently asked for an explanation; as I was very shaken by what had happened. The 172 pilot finally replied and stated: 'This is an uncontrolled airport; I don't have to make radio calls'. I told him that he did something incredibly dangerous and we could have collided. He said again 'This is an uncontrolled airport; I don't have to make radio calls'. I rejoined the pattern and landed without incident.There is a lot to unpack here and I am still processing what happened. I can't see anything I could have done different. This individual had no ADS-B transponder and wasn't making any radio calls while landing at an airport with multiple aircraft in the traffic pattern.I find this absolutely unacceptable. The FAA needs to do something about this.




Synopsis: Pilot reported taking evasive action to avoid an aircraft in the traffic pattern. Pilot reported that the pilot of Aircraft Y stated; 'This is an uncontrolled airport. I'm not required to make radio calls.'
Date: 201605
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 7/8
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: Upon touching down the aircraft began veering to the left; I applied full right brake and rudder but the aircraft continued to the left and exited the runway. Winds were roughly 10-15 knots and about a 40 degree left crosswind.




Synopsis: The pilot of a C207 reported a runway excursion while landing in crosswind conditions.
Date: 201901
Local time of day: 1201-1800
Location: MMFR.ARTCC, FO
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather
Primary problem: Weather

Narrative: Approximately 70 miles south of TIJ; I turned ON the seatbelt sign and advised the flight attendants to take their jump seats. The wind direction and speed were becoming erratic and swinging approximately 80 degrees in short periods of time; so I was getting indications of some weird MET conditions. Which led me to believe we could be encountering some turbulence. Approximately 50 miles south; we encountered some light turbulence. At 40 miles; the turbulence increased rapidly to moderate and severe. The aircraft was manually flown to more precisely limit of G and allow for aircraft to fluctuate in altitude to limit hurting the airframe. The airspeed was fluctuating rapidly as well as the wind speed and direction. ATC immediately gave us our requested altitude of 260 which allowed for further performance deviations. The aircraft was struck with some lateral G and rolling left and right. Flight controls were responsive however; the MET condition was unsettling during control inputs. Eventually; the turbulence subsided below FL320 and became light. Smooth below FL300.




Synopsis: A319 Captain reported temporary loss of aircraft control due to severe turbulence.
Date: 202011
Local time of day: 0601-1200
Location: ZMA.ARTCC, FL
Flight conditions: IMC
Weather elements / visibility: Windshear; Thunderstorm; Turbulence
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Weather; Staffing; Human Factors; Company Policy
Primary problem: Weather

Narrative: A line of scattered thunderstorms were moving west to east. We spoke with Clearance Delivery and Departure Control regarding the direction to go around these storms. Departure suggested we follow a flight which had just gone westbound to avoid the storms. We agreed. Departure Control said we should be given a turn in a few miles. We were then instructed to contact Center. The frequency was busy and they would not respond to our communications. We were at 23000 ft. and could not get Center to respond. We tried multiple times to check-in and ask for deviations; but no answer. We were using NEXRAD and on board radar. Our path was taking us through two storm cells separated by approximately 30 miles. The radar was showing light to moderate precipitation ahead of us. At no time did it show any red returns ahead of us. Center finally contacted us and told us to climb to 40000 ft. As we initiated the climb; we encountered moderate turbulence with approximately 10 seconds of severe turbulence. As we climbed through 26000 ft. we cleared the clouds and the turbulence abated. We had one passenger on board that was briefed on the expected turbulence and the seat belt sign was on. The passenger was seated with his seat belt on; but did hit his head on the ceiling of the cabin during the turbulence. He did not report any injuries. The cause of the problem was a saturated ATC system that couldn't handle the traffic load. Perhaps more controllers to handle the traffic load could alleviate the situation.




Synopsis: Citation pilot reported flying into severe turbulence due to congested ATC frequency.
Date: 201309
Local time of day: 0601-1200
Location: PCT.TRACON, VA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON PCT
Aircraft component: Autoflight System
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

Narrative: The flight progressed normally until after initiating a VNAV descent on a profile with multiple tight gates; each with a different set of speed and altitude restrictions. The descent was normal until ATC instructed us to speed up to 320 knots. I attempted to input the speed into the FMS and delete the speed restrictions at the approaching gates. I was not successful in receiving an updated profile in a timely manner and the next altitude restriction was fast approaching. The FMS delay put me high so I abandoned the VNAV and manually put the autopilot into a rapid descent with spoilers in level change in an attempt to make the restriction.  I did not remember that coming out of VNAV deleted my altitude protection; as the altitude window had been set to the bottom of the VNAV profile. I disconnected the autopilot and initiated the level off just prior to the restriction but was late for the descent rate and overshot the level off altitude by 400-500 feet; with an immediate return to the restriction altitude. ATC did not say anything about the deviation. Immediate immersion into a task saturated procedure change involving the FMS and autopilot led me to a decreased awareness of my recovery descent rate and the effect it had on my ability to level off on altitude. My focus became intense on my instrument scan; but I still managed to initiate the level off late. After much thought on this event I am more prepared to revert to manually manipulating the autopilot or flat out hand flying the plane sooner through a tight gate and wait for the FMS to catch up before reconnecting. Also time is needed to ensure proper inputting. This is what happened but there is no excuse for overshooting an altitude. I did that myself.




Synopsis: When already established on a descent 'via' a complex RNAV STAR into DCA the flight crew of a B737-800 was cleared by ATC to maintain 320 knots vice the charted speeds.  When the flight crew's workload in attempting to manage the altitude crossings at the assigned speed overwhelmed them they inadvertently overshot the lower altitude constraint at one waypoint by some 4-500 feet before recovering.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Received takeoff clearance ZZZ for RWY 12. Upon taxiing onto the runway; lining up; and during completion of the before takeoff checklist; observed the #2 engine roll back and shut off. Notified ZZZ tower; canceled takeoff off clearance and requested to clear runway in order to conduct trouble shooting and notify company. Upon clearing runway conducted QRH steps and coordinated with Maintenance; Operations; and ZZZ ground. Restarted #2 engine and continued taxi; takeoff; and flight without further issue.




Synopsis: MD-11 Captain reported a loss of engine power during taxi; resulting in a canceled takeoff and engine restart.
Date: 201702
Local time of day: 0001-0600
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: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after rotation; both pilots heard multiple screams of 'fire; fire' coming from cabin. Continued the climb and initial turn to the south. Flight Attendant (FA) called flight deck moments after takeoff and reported a strong odor of a possible electric fire ; but no flame or source was observed. No odor or fumes were observed on flight deck. Leveled off at 2;000 ft. and coordinated a return to [departure airport]. FA called back and said no fire was found and odor/fumes had subsided. No indications or warning systems were noted on flight deck. Ran all appropriate check lists and asked ATC to notify fire/rescue and company that we would be returning. Shared plan to return with FAs and ran the [possible evacuation procedure] Informed customers that we would be returning safely back to [departure airport]. Visual approach was conducted. Exited runway and stopped on taxi way to communicate with fire/rescue personnel. No abnormalities noted by ground personnel. After confirming with FAs that all passengers seated; continued to gate uneventfully.


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


Synopsis: B737NG flight crew reported they returned to departure airport after flight attendants reported a strong burning odor in the cabin.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I departed for a local flight in a PA31 Navajo Chieftain. On initial climb the engine monitor indicated the right engine #4 cylinder was not producing power (no heat indication). Anticipating a problem I turned toward [an alternate airport] which has a much longer and wider runway than [the departure airport]. Right engine continued to run with no vibration. The engine monitor then began issuing a series of warnings and oil began streaming from the right engine cowling. I shut down the right engine and the prop feathered successfully. I continued on to [the alternate airport] and landed uneventfully. I'm submitting this report because I did not [advise] ATC since I was on a CTAF and busy dealing with the engine failure.




Synopsis: PA31 pilot reported diverting to an alternate airport when the right engine malfunctioned.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Arrival Unloading
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Other Arrival Cargo Unloading
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Dangerous Goods; spray can; flammable; found by TSA in Checked bag. Pax contacted at gate and told item confiscated and told us to dispose the item.




Synopsis: Safety Officer at destination located undeclared Dangerous Goods in checked bags. Items were disposed.
Date: 201403
Local time of day: 0601-1200
Location: BFI.Airport, WA
Flight conditions: IMC
Weather elements / visibility: Overcast; 6
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E S56
ATC / advisory: TRACON S46
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Human-Machine Interface; Training / Qualification
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Aircraft Automation Overrode Flight Crew; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: After being vectored to intercept the final approach course to the ILS 13R at Seattle Boeing Field; and having selected from a NAV intercept to what we believed to have been the approach mode; the aircraft began a left turn to rejoin the heading bug which was still in the ATC-assigned intercept vector position. Because of this the aircraft achieved an almost full-scale deflection off course to the left; which we immediately took action to remedy. Due to the 30-40 knot crosswind from the right; the 30 degree (re) intercept vector we established did not correct the deflection very quickly; and ATC advised we showed '1/4 mile' left of course. We advised we we're 'correcting' and no further discussions occurred. The result was a stabilized approach to an uneventful landing. Since 'Simultaneous Approaches' we 'in effect' to SeaTac; this could potentially have resulted in a TA/RA or similar to aircraft approaching SEA. There were none that we heard about. I submit this ASRS report to highlight this crew's lack of seat-time in type and the obvious impact this can have on automation management; with the intention of adding some data to that area of research. This was a clear miss-selection of navigation mode; accompanied by a delayed realization and identification of the mistake. This resulted in a good learning experience; but could also have resulted in a traffic conflict.


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


Synopsis: HS125 flight crew new to the aircraft; report getting well to the left of the localizer before realizing a mistake in mode selection on the MCP.