elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
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; Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Climbing out; we were assigned 5000 per the SID. The FO was the PF and I was the PM. We had an empty CRJ-700 with no one on board as it was a reposition flight. As we neared 5;000 ft.; ATC gave us a turn to 260; which caused a distraction. The FO was hand flying the vectored departure procedure. We climbed to 5;400; 400 ft. over the assigned altitude before I vocalized 'push the nose down'. ATC queried us on our assigned altitude and I stated '5;000 ft.; we got a little high.' ATC then gave us a climb to 15;000 ft. The PF did not adequately arrest the climb nor did I vocalize the deviation quick enough as PM.New FO with relatively little experience hand flying. My failure as PM to properly monitor the climb rate and catch the deviation early enough.As the CA (Captain); I should have proactively briefed the potential threat of an empty CRJ-700 with regard to the very strong climb performance and potential for a difficult level off; especially with a new FO. Additionally; more proactive PM monitoring; especially regarding the climb rate; should have been vocalized.


Second narrative: I was Pilot Flying for a repositioning flight. The plane was light; and being new; I was not used to that. I was hand flying; and while trying to slow down I didn't keep my scan going enough to notice we were going through our assigned altitude until I was off by 400 ft. The Captain and I noticed about the same time and I corrected it. ATC asked what altitude we were climbing to; and we told them FL050; but that we had accidentally climbed through it and were correcting. ATC then assigned us FL150. Plane was light; I am inexperienced (109 hrs.); I let myself get behind the plane.I'll be more aware that when the plane is empty it's going to climb much faster than I'm used to. I may consider engaging the autopilot sooner so that I am not saturated. I think mostly just being aware will take care of the problem.


Synopsis: CRJ-700 flight crew reported overshooting an altitude clearance; citing low weight and flying pilot's low experience level.
Date: 202102
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other reviewing logbook
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: When reviewing my logbook on Date 6; I discovered that what I thought was a BFR completed on Date 2; was an IPC only. I did however complete a BFR on Date 1; eight months before the IPC. I made two flights after Date 3; one on Date 4 and the other on Date 5. I believed at the time that I made these flights that my last BFR was completed on Date 2; and thus that my next BFR was not due until Date 8.However; since I only completed an IPC on Date 2 (and not a BFR); even allowing for an extension provided by the SFAR in response to the COVID-19 health emergency; it appears that I made two flights after my previous BFR (the Date 1 BFR) expired.Upon discovering this inadvertent error; I immediately contacted my flight instructor and scheduled an appointment to complete a BFR with him today; literally one day after discovering my mistake.In order to prevent this from happening again; I have calendared the due date for my next BFR on an electronic calendar; with an automatic reminder set 30 days before my current BFR expires.




Synopsis: GA pilot reported flying without proper certification.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Upon entering Class D airspace I called the tower to tell my location and my intentions to land. They told me to set up to land on XXR and I asked for the south runway; XXL. Shortly after the tower changed me to runway XXL. They told me I was number 2 following another aircraft that was about to turn final. I saw the other aircraft and realized that the spacing was to close so I told the tower that I was going to do some S turns to the south and was granted permission by the tower. The tower then said to me that the spacing was good and to proceed to land. Again I could see the spacing was getting a little close. As the other airplane touched down on the runway the tower told the other airplane to turn off the runway on [taxiway] and he said he was unable. If the other pilot would have made that exit as he was told; there would have not been a problem. At that time I was committed to landing because I was at full flaps; gear down and at an attitude that I felt it would be unsafe to try a go around; the tower said to me twice to execute a go around and both times I said I was unable. Even though the other airplane was on the runway; I felt there was more than sufficient room for me to land safely. The tower then asked me to call them as soon as I could and I explained to them that I did not feel safe trying to execute a go around under these conditions.




Synopsis: BE36 Pilot reported noncompliance with ATC when instructed to go around.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just before leveling at 8;000 FT the First Officer noticed the Number 1 oil temperature was at the upper limit. We monitored the temperature and started timing when it exceeded 115. I notified ATC that we had a problem and they gave us vectors to shorten the route. We reduced power on the engine and noticed the temperature decreased slightly below 115. We continued to destination and declared an emergency to get expedited handling. The temperature had decreased to about 110 during the descent; and was within limits as long as we didn't exceed 60% torque. The total time the oil temperature was above 115 was 18 minutes. The landing was made without further incident.




Synopsis: DHC8-100 Captain experiences high oil temperature during descent for landing. Torque is reduced on that engine and the flight is able to continue to destination and land with the oil temperature below the red line.
Date: 201709
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic Fluid
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Physiological - Other; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While conducting the preflight inspection; I entered the right wheelwell and was sprayed with leaking hydraulic fluid. I felt an immediate burning in my eyes and was rather disoriented. I found my way out of the wheelwell and was escorted by ramp personnel to a bathroom where I splashed water in my eyes for approximately 20 minutes awaiting medical personnel to arrive. There was no eye wash station that I was aware of; nor did anyone show up to assist me for approximately 20 minutes. The Captain later found me in the bathroom and escorted me to an awaiting ambulance that was unaware of my injury. Ambulance medics were treating a ramp employee who was also exposed to the hydraulic leak. I was taken by ambulance to the hospital for treatment.




Synopsis: B737 First Officer reported being sprayed with hydraulic fluid in the eyes while conducting the preflight. They were transported to the hospital for treatment.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Hazy; 7
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was departing my home airport Runway XX straight out to 900 feet and then continued climbing on [a] 45-degree left departure to 1;500 feet. Was out 3 miles heading north at 1;500 feet and turned right to 120 degrees. A Cessna 182 reports as departing Runway XX and when I turned to east; he said he was 100 feet below me. I didn't see an airplane anywhere around me and asked him where he was at. When he asked again what I was doing; I said I was heading east and he replied that I turned again; which I didn't. Then he said never mind It's not you; it's another aircraft. I then said where are you at and he said never mind. Then I heard him ask another aircraft what he was doing.I wanted to report this as I did not want to take a chance and have him have a conflict with another aircraft and use my number; as it was busy at the airport with students and other planes. What I have surmised is he was probably on a departure and had another aircraft in his sight; but he saw me in front on [the] taxiway for departure and remembered my aircraft number. I had seen the that same Cessna 182 on a mid-runway taxiway earlier and it looked like there was an instructor in the aircraft with a student. [I] must be constantly vigilant around flight school active general aviation airports with eyes always scanning. I've been instructor since the 1970s and it continues to be see-and-avoid around small airports.




Synopsis: PA-28 pilot reported a near midair collision after another pilot became confused over the location of other aircraft in relation to own during takeoff.
Date: 201910
Local time of day: 1801-2400
Location: MSY.Airport, LA
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B MSY
ATC / advisory: Tower MSY
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness; Human-Machine Interface; Fatigue
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Environment - Non Weather Related; Human Factors; Chart Or Publication
Primary problem: Airport

Narrative: After landing Tower instructed us to turn right and taxi to gate. As I slowed the aircraft and turned to the right on what I thought was a taxiway; I actually turned onto a runway and then left on a taxiway and the First Officer called Ground to continue to taxi to the gate.  We had briefed to turn on two other taxiways depending on the landing to go to our gate. We slowed quicker than expected. As I looked at the chart on the EFB; I thought the taxiway we were turning on was X.  After clearing I realized it was an X for a closed portion. We continued to the gate and had to hold out. I discussed with the First Officer what had happened. It is a hot spot and I should have realized. I was a little distracted from the strong crosswind landing and calling for the flaps and stowing the speed brake as we exited the runway. Neither Tower nor Ground said anything about the mistake. Maybe have Tower say turn on a specific taxiway not just 'turn right'.  Don't mark a closed portion with an X that can be read as a letter not an X for closure. Better briefing from me.


Second narrative: [Second narrative contains further information.]


Synopsis: B737 flight crew reported they taxied on to a runway instead of the assigned taxiway.
Date: 202201
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: PFD
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Moments after level-off in ZZZZ airspace; the Captain's Primary Flight Display (PFD) lost all data. Only the artificial horizon; amber SPD flag and amber ALT flag remained. The First Officer PFD retained all data and the B autopilot remained engaged. About a minute after the loss of the Captain PFD; all information returned. A complete review of Airspeed Unreliable checklist was completed. About five minutes later; the problem returned for about double the time (2 minutes). We contacted Dispatch and had them bring 737 Maintenance into the crew phone app connection. After a brief discussion; it was determined the aircraft would be grounded at our destination ZZZZ1 and it would be best to return to ZZZ (350 miles away) to have the problem resolved. We landed in ZZZ uneventfully without declaring an emergency (the Captain's PFD was working normally during the descent and arrival). Background information: Two days prior to our departure; the AML noted a ladder had fallen on the Captain window and AOA (Angle Of Attack) vane. The Captain window was replaced.




Synopsis: B737-800 pilot reported loss of the Captain's PFD in cruise. After discussion with Dispatch and Maintenance; it was decided to perform and air turn back to prevent the aircraft from being grounded at an out station.
Date: 201903
Local time of day: 0001-0600
Location: SLC.Tower, UT
Aircraft: Embraer Legacy 450/500
Flight plan: VFR
Mission: Training
Flight phase: Other VFR Traffic Pattern
Airspace: Class B SLC
ATC / advisory: Tower SLC
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was doing right closed traffic to Runway 35 and was issued at or below 5;500 feet which is our standard procedure. I reiterated the altitude as a C172 would be transitioning the airspace above him at 6;000 feet. Aircraft X took a very wide crosswind to downwind turn and briefly ended up in an area below the MVA; MSA; or minimum IFR altitude as they corrected back closer to the field.I did not anticipate Aircraft X flying their downwind that far to the east. In hindsight I could have controlled their downwind closer to the field since traffic above would not allow for a climb. After thinking about it I called the C172 traffic to Aircraft X when they were on the crosswind and that may have in turn delayed their downwind turn as they were looking for the traffic. The traffic call may have been more appropriate after they turned downwind since I already told them about the traffic once before.




Synopsis: SLC Tower Controller reported an aircraft took a wider than expected turn; resulting in the aircraft going into a lower MVA.
Date: 201707
Local time of day: 0601-1200
Location: ZBAA.Airport, FO
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Airspace Structure; Aircraft
Primary problem: Ambiguous

Narrative: WHY? WHY? WHY? WHY? WHY? WHHHHHHHHHHHHHY? do we repeatedly file over LADIX on our ZBAA departures? The SID contains altitude restrictions that this aircraft cannot comply with! We are asked to cross AA176 at or above 9;850 feet only 16 miles from departure; generally at a weight exceeding 800;000 lbs! Now I don't know how other Captain's do it nor do I know what scenario you guys at Operations play with; but in my experience I know for a fact that this restriction is unachievable. I also do not have the bravery to play stupid and accept the SID on the 'hope' that departure will grant an unrestricted climb. In fact; in my experience; Departure continually is asking that we climb as fast as we can and they also continually give us crossing restrictions that are not on the SID. Their desired departure for us is to use Runway 01. Unfortunately; in order to preserve my ticket and accept a legal departure; we have to request the LADIX8A and Runway 36R. Even so; at the best climb rate; crossing AA175 at FL236 is close. The communication gap with Clearance Delivery is atrocious and they do not understand anything other than YES or NO; as to whether you can fly the SID. If you communicate and say; 'unable altitude restrictions' their response is 'can you fly the LADIX8E?' repeatedly. They don't understand. Why do we not file over TONIL? The SID contains altitude restrictions that are achievable and allows me to keep my license and not have to write any reports!  This is an ongoing frustration on departure. Sometimes it ends up resolved and being a non-event. Other times; like today it was a nightmare where Clearance refused to release us even though our PDC acknowledged our request and amended our clearance to 36R/LADIX8A and merely said; 'Expect a long; long delay. Call your operations.' When asked why; was told to 'call your operations.'




Synopsis: Widebody transport Captain reported he is regularly routed over LADIX on the LADIX8E departing ZBAA which contains a crossing restriction that is not achievable. The LADIX8A SID from Runway 36L is achievable; but is not acceptable to ATC. The reporter suggested the TONIL SID.
Date: 202102
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: SA-227 AC Metro III
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On Aircraft X from ZZZ to ZZZ1 we had smoke in the aft cabin and diverted to ZZZ2. We were in cruise at 13;000 ft when the CA (Captain) saw the smoke. We descended to 10;000 ft right away and turned off the bleeds. The smoke in the aft cabin cleared. We landed in ZZZ2 with no further issues.[The first detection occurred] when the CA saw the smoke in the aft cabin.[Captain suspects] something in the Bleeds and/or Packs.




Synopsis: SA-227 Captain reported a diversion due to smoke in the aft cabin during cruise.