elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Windshear; 1
Light: Daylight
Aircraft: Embraer Legacy 450/500
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Time Pressure
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: While departing on a SID we were advised on the ground to level at 5;000 feet MSL. At approximately 4;500 feet; our aural warning on our autopilot went off and a violent pitch up moment occurred with I believe was due to turbulence or possible wake turbulence. I was able to get aircraft back under control at approximately 5;500 - 5;700 feet MSL before I could advise ATC. They informed me I should be level at 5;000 feet and cleared to 6;000 feet. I realize this is a pilot deviation of 700 feet; but [I was] unable to control the aircraft climb for 600 feet - 700 feet due to pitching moment. I informed Center of the severe turbulence in the area and heard other pilots on frequency reporting turbulence. Crew was not tired and properly rested. This event caught us by surprise.


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


Synopsis: EMB-550 flight crew reported severe turbulence during initial climb resulting in a momentary loss of aircraft control while attempting to level off.
Date: 201207
Local time of day: 1201-1800
Location: DBQ.Airport, IA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower DBQ
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown; Time Pressure; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: Was taxiing out to Runway 18 and crossed over hold short. When I realized; I made an immediate 180 turn back behind hold short line. I was not familiar with airport and became distracted. Tower instructed plane on approach to go around. This was first time in my 30 years of flying where I have not been aware of hold short line. I was pre-occupied in preparing for departure in gusty wind conditions rather than task at hand of taxiing the aircraft.




Synopsis: A pilot crossed the DBQ Runway 18 hold short line; which is a long distance from the runway; and upon realizing his error returned behind the line as Tower issued a go around to an aircraft on short final.
Date: 201408
Local time of day: 0001-0600
Location: PDX.Airport, OR
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C PDX
ATC / advisory: TRACON P80
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The Approach Controller issued clearance for a visual approach [to Runway 28R] with a [restriction] to cross 6 DME [of the I-IAP ILS DME] at 2;000 FT. I refused the clearance and stated that I could cross an intersection [TOLOC; on the ILS 28R ILS] at 7.7 ILS DME.  I was advised that [TOLOC] was 6 DME from the runway. Discussion: The intersection I was referring to is 7.7 DME from the [far] END of the runway. DME is measured from [a ground based transmitter to the aircraft DME receiver]; not from a physical point [TOLOC in this case] to the [approach end of the] runway. In this case the raw data DME being displayed to the pilot is [derived from the ILS Localizer transmitter at the far end of Runway 28R]. When the aircraft is over the [approach] end of this runway the DME measures 1.7 DME. By accepting this Controller's clearance as issued I would have placed the aircraft 4.3 miles from the end of the runway at 2;000 FT which would have caused an unstable approach.Actually; because I rejected his clearance as stated and corrected it there was NO event but if this Controller continues issuing this type of clearance there most certainly will be in the future.




Synopsis: When approach cleared a B737NG to cross 6 DME from the runway at 2;000 FT; cleared to land Runway 28R at PDX the Captain refused the clearance reminding the Controller that the ILS DME is transmitted from the far end of the runway by the localizer transmitter and; as a result; 6 DME was just 4.3 NM from the approach end of the runway and an approach from that altitude at that distance would; by definition; exceed stabilized approach criteria.
Date: 202002
Local time of day: 0601-1200
Location: GRK.Airport, TX
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: Off Duty; Other / Unknown
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Gate Agent / CSR
When detected: Pre-flight; Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While deadheading out of ZZZ; I checked in. I had placed a can of Lysol in my check bag because they do not have KCM (Known Crew Member) at the airport and I was out of uniform. [Later] I heard a P.A. asking that I return to the check in counter. I left the secured area and went to the counter where the ticket agent asked for my ID. I gave her my driver's license and she made a copy of it. She stated the Lysol can was considered HAZMAT and that a file will be opened and reported to the DOT (Department of Transport). The can was taken and I proceeded to return to the gate.




Synopsis: Flight Attendant reported checking a personal bag with a can of Lysol inside; which was considered HAZMAT.
Date: 201701
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: The current SOP regarding use of flight deck speakers to INCLUDE ANY PHASE OF FLIGHT INCLUDING AND ESPECIALLY PUSH BACK FROM GATE OPERATIONS is completely unsafe and distracting. The response suggesting that as many people who find the new SOP distracting is equaled by those who find it 'SAFE' is ludicrous. The current SOP allows blaring flight deck speakers to be used during pushback operations when in reality the cap should be SOLO in communication with the push crew and the First Officer should ONLY be on ATC. Do we really need to look at the history of killed and maimed ground personnel due to distractions that lead to forming the excellent SOP that preceded the change? We can review all of those accidents if need be...and the explanation by the responder who says that we wrote the new SOP to 'align with the MEL'??? Since when do we do that? The MEL is written for when we are forced to use speakers. In those few and far between cases we use the MEL; BUT FOR EVERYDAY OPERATIONS WE NEED A SAFE ENVIRONMENT. One in which we 'don't have to ask someone to turn off the loud distracting speaker on an everyday; every flight basis.' THAT is how it is currently written. In addition; the argument that the speakers on the ground allow the 'jumpseaters' the opportunity to listen in is bogus. The jumpseater CHOOSES whether to participate or not. If they want to listen in they are provided a headset.




Synopsis: B777 First Officer reported that he feels the current SOP allowing use of flight deck speakers to include any phase of flight including pushback is unsafe and distracting. He stated that the Captain should be solo in communicating with the push crew and the First Officer should be only on ATC frequency.
Date: 201310
Local time of day: 0001-0600
Location: MEM.Airport, TN
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Landing
ATC / advisory: Tower MEM
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: Upon landing; Tower briefly told us to stop on runway; then immediately told us disregard. Another aircraft flew by in front of us. I assumed he was landing Runway 18L MEM; but the Captain said he was on a go-around. I can't be sure because we were on different Tower frequencies. Upon landing on MEM Runway 27; the aircraft landing on Runway 18L was told to go-around. The Tower told us upon touchdown to stop on the runway then disregard. I saw the south landing aircraft flash by but because he was on a different Tower frequency I was not truly aware of what he was actually doing until Captain and I discussed this later. Because I was the Pilot Flying my focus was on aircraft control more than communications; but the instruction from the Tower came right as the Captain was taking the airplane; and I was assuming the radios. It is not normal to receive a communication from Tower at this point in the landing; so it caught me by surprise. We asked the Tower if there was a problem; and he said no; not with us; but with him. He indicated to us that he had no problem with what we did. I believe the Tower's sequencing got a little out of sync. They initially wanted us to widen out our turn to final on Runway 27 and go behind someone else then he changed his mind and told us to turn to final and keep speed up; after we began a slow down. We sped up a bit then had to reduce to configure. It never became clear to me where exactly the mix up originated.




Synopsis: B757 First Officer rolling out on Runway 27 at MEM reports another aircraft fly by in front of her; approaching Runway 18L.
Date: 201408
Local time of day: 0601-1200
Location: CZQX.ARTCC, NF
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZQX
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; Flight Crew Exited Penetrated Airspace; Flight Crew FLC Overrode Automation
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Large area of reported severe turbulence was over Greenland. We were on track Alpha west bound when SIGMET was issued. I had just returned to the cockpit after crew rest break and was briefed by other pilots of what was forecast. [We had descended to] FL260 that put us below the altitudes included in the SIGMET. Just prior to entering the SIGMET area I requested a speed reduction to .78 Mach. Just prior to the SIGMET area the Captain had briefed the flight attendants and also made a PA to the passengers about possible turbulence. The flight was smooth till about halfway into the SIGMET area. We [then] had a smooth vertical up and down like a mountain wave but no turbulence. Shortly there after we entered an area of severe turbulence at 6243N Lat. Engine igniters and anti-ice were turned on and we also disconnected the autothrottles. The Captain made another PA while I monitored the flight controls and throttles. First turbulence was short lived followed quickly by a second hit of longer duration and harder turbulence. We were below the Tracks. The Captain elected to descend to get out of turbulence and set FL240 in the window. We slowed to 290 knots and descended to FL 240. Capt made radio calls on all frequencies to advise and entered a CPDLC free text about turbulence and altitude change. Gander returned a CPDLC message approving FL 240. Capt also alerted Dispatch. Severe turbulence lasted about 30-40 seconds which ended passing FL250. Even though the Captain had advised the cabin crew of the turbulence area and to remain seated until clear [of the forecast area]; the carts were out and set up for second service in the aft galley. All carts were thrown and contents emptied throughout the aft galley. No crew member or passenger was injured during this event.




Synopsis: A B767-300ER encountered a SIGMET forecast area of severe turbulence enroute over the Atlantic Ocean and descended without clearance to FL240 where the turbulence abated.  Despite advance notice from the flight crew passenger service carts; left unsecured; were upset and emptied of their contents.  No injuries or damage to the aircraft itself were sustained.
Date: 201403
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Other / Unknown
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on a visual approach; on about a 5 NM right base. I was flying; Captain was pilot not flying. As we were flying on the approach; the Captain suddenly noticed a small flying object which he later described as a camouflage painted UAV; due to his experience in the military with them; it was easily identifiable for him. I never saw the UAV; nor got any TCAS TA or RA; as they do not show up. He notified ATC as soon as practicable and safely within our FOM guidelines. I continued on with the approach and landed as normal. We did not encounter any damage because of the UAV as it wasn't in our flight path I believe. I'm not sure why the event occurred. I can only guess it was poor planning and communication between the Control Tower at ZZZ airport and the military entity operating the UAV.




Synopsis: Air Carrier flight crew reports sighting a UAV in close proximity during a visual approach.
Date: 202104
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Situational Awareness; Distraction; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; Staffing
Primary problem: Human Factors

Narrative: Aircraft originally put on a vector. Needed to widen out his downwind for a turn onto final. I planned to only have him on a vector for 1-2 miles.  I got busy; requested a Radar Assist or to split  the sector.   Didn't realize he was in a 6;000 foot Minimum Vectoring Altitude but noticed him very close to my 9;900 foot Minimum Vectoring Altitude. As the pilot was reading back his clearance I turned the aircraft towards the final approach course and lower terrain immediately after noticing.




Synopsis: SCT TRACON Controller reported they left an aircraft on a heading longer than they planned and the aircraft flew below the Minimum Vectoring Altitude.
Date: 201809
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 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
Aircraft component: Air Data Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft was worked on for a multitude of maintenance issues. Systems were tested and deemed repaired. All previous issues that were worked on returned during climbout at approximately 1;500 feet. The following EICAS cautions appeared. L ENG EEC; R ENG EEC; ALT DISAGREE; IAS DISAGREE; RUDDER RATIO; MACH/SPD TRIM along with erroneous airspeed and altitude indications on the First Officer's panel. Control was transferred to the Captain as it was determined that his indications were correct. [ATC was advised]; all appropriate checklists completed; Dispatch contacted; cabin crew and passengers briefed landing data obtained and FMC set up for a return to [departure airport]. The subsequent approach and landing to Runway XXR was uneventful.


Second narrative: Immediately after takeoff; the FO (First Officer) noticed an airspeed fluctuation followed immediately by ALT DISAGREE; IAS DISAGREE; L/R ENG EEC'S; MACH/SPEED TRIM; RUDDER RATIO and AUTOTHROT DISC. These were the exact same issues the aircraft had experienced on the inbound flight. Maintenance had narrowed it down to the FO'S ADC. Since we knew my (Captain's) instruments were accurate; I assumed control. We ran through applicable checklists; briefed the FAs (Flight Attendants) and passengers; notified company through radio calls and ACARS and returned to the airport without incident.


Synopsis: B757 flight crew reported that the First Officer's flight instruments started to malfunction and disagreed with the Captain's side causing a return to their departure airport.
Date: 201807
Local time of day: 0601-1200
Location: YSSY.Airport, FO
Flight conditions: VMC
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower YSSY
Second aircraft: B777-300
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; 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: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Cleared for takeoff 1 minute behind B777-300. Mentioned I was concerned about wake; which we did encounter. Deviated off flight director commands slightly right of track and delayed clean up. Received turn as I was cleaning up aircraft. Became slightly overloaded and overshot 5000 ft. by 300ft. Received automated altitude warning and verbal warning from IRO just as we were cleared to higher altitude.




Synopsis: B787 First Officer reported overshooting charted altitude departing YSSY after encountering wake turbulence from preceding B777-300.
Date: 201812
Location: PBI.Airport, FL
Weather elements / visibility: Haze / Smoke; 10
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Night landing had trouble seeing the crossing runway; was given a turn for an immediate exit onto the crossing runway in ZZZ. Due to loss of night vision mistook the runway edge lines to be the center of the crossing taxiway. Ended off the runway. Was able to turn back onto an active runway. Was communicating with tower control the entire time.




Synopsis: Pilot reported misidentifying the runway edge as the centerline during taxi which resulted in a runway excursion.
Date: 201901
Local time of day: 1201-1800
Location: LFPG.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Ramp agent did not advise of dry ice in the forward belly. [I suggest] some type of trigger in the FPS [Flight Progress Strips ] or workbench to tell Dispatcher they are loading dry ice in the lowers of the B777.




Synopsis: Dispatcher reported ramp load personnel neglected to notify Dispatcher of Hazmat [dry ice] loaded in cargo compartment.