elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
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 Multiengine; Flight Crew Instrument
Human factors: Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After the FO's (First Officer) takeoff; we switched to Departure Control. I checked in 'out of 2;000 climbing to 16;000' (the limit of the SID) Departure Control said roger and gave us a turn north. We climbed all the way to 16;000 ft. uneventfully (no TCAS alert). At altitude we were told to phone ZZZ Approach. I was informed our clearance limit was only 4;000 ft. and there might have been a deviation.Being new to the airplane and having flown 9 out of the last 11 days is no excuse for something as basic as getting your clearance correct. Even though I have under 200 hours in the airplane; I've been a Captain for over 20 years. Getting the clearance correct is basic stuff and I just dropped the ball.


Second narrative: After takeoff the Captain switched to and checked in with Departure control 'out of 2;000 climbing 16;000' the climb limit on the SID (Standard Instrument Departure). Departure control told us that they had radar contact and assigned a heading of 360. We climbed on all the way to 16;000 ft uneventfully (without any TCAS (Traffic Collision Avoidance System) alerts). After reaching cruse altitude quite a while later we were given a phone number to call ZZZ approach. We were unaware of what the issue was at that time. The Captain called the number and was told our clearance limit was only 4;000 ft and there might have been a deviation.I recently returned from a three month leave of absence and we were performing multiple short legs and shorter turnaround times. The Captain is new on the Airbus. The PDC (Pre-Departure Clearance) had a lot of additional text information surrounding the critical information about the climb via departure information. There was some weather buildups surrounding the airport. Expectation bias regarding the SID. Unfamiliar with the airport and their common operations. [Suggest that] Program FMS (Flight management System) to print revised segments and/or EXC MAINTAIN ALTITUDE IN BOLD or printed in bigger font than other text on PDC. This would make it easier to identify. Better vigilance and attention to detail while reviewing information on PDC. More attention to detail by the air traffic controller when aircraft are checking in with current altitude and altitude climbing to.


Synopsis: A319 Flight Crew reported excursion from assigned altitude after departure.
Date: 202003
Local time of day: 1801-2400
Location: LAX.Airport, CA
Aircraft: B737 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: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Time Pressure
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Arrived at aircraft and Planned DG (Dangerous Goods) Summary had printed with the [Maintenance Release]. I separated the FDGS (Final Dangerous Goods) from the [Maintenance Release] noting mentally that it said 'aircraft batteries' and placed it on the console while I reviewed the [Maintenance Release]. Unfortunately I subsequently got distracted by other preflight duties and personnel interactions and forgot about the PDGS (Preliminary Dangerous Goods) which got covered up with all the other numerous documents that are printed during preflight until reviewing my own personal departure checklist while pushing back and realized that we had pushed without having received a Final DG Summary. At that time I asked the First Officer to send a message to Load Planning requesting the FDGS which we received before taxiing.This was all likely due to the fact that we had an extremely light load and the agent approached the cockpit several minutes before scheduled departure time saying that everyone was on board and they were ready if we were ready. About the same time the push crew called on the flight intercom saying they were ready to push. I somewhat hastily called for the Before Pushback Checklist and unfortunately failed to consult my own personal checklist that I normally refer to in order to ensure that I have all documents for pushback; resulting in our pushing before having received the FDGS which had most likely not come yet simply due to the fact that we were several minutes before departure time.


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


Synopsis: B737 flight crew reported pushing back without required Hazmat documentation.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Door Warning System
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Aircraft; Company Policy
Primary problem: Ambiguous

Narrative: I am concerned with the issues that the new watchdog system on the Airbus poses. We can't even look for jet bridge movement without it flashing a bright light in our eyes. Hands were behind my back and it still kept flashing. I am concerned that this flashing light will impede our ability to properly assess the outside conditions at night during an evacuation. You can't move anywhere near the door when it is armed on the ground without the light flashing. This is not the answer to resolve slide deployments. Better training will solve this issue. Suggest removing the flashing light and focus on training. I don't want to be the flight attendant that can't properly assess outside conditions at night during an evacuation due to this flashing light.




Synopsis: Flight Attendant reported that the Airbus Watchdog aircraft exit door emergency slide-armed warning system's flashing light has the potential to impede the ability to visually assess outside conditions during an evacuation at night.
Date: 202108
Local time of day: 0601-1200
Location: ZMA.ARTCC, FL
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Weather

Narrative: Aircraft X entered Sector 25 airspace without a hand off.Sector 64 was combined at sector 65; with myself as the D-side and Name; as the R-side. We had alerted the supervisor that things were getting out of control; about 15 minutes before it actually got busy. We were working southbound overflights who were routed into our airspace due to weather; southbound arrivals; and all 4 feeds normally as 1 feed northbound.This sector completely blew up and became unusable; with 20+ airplanes all deviating for weather; stacked on top of each other; and no course of action out of it. It was extremely surprising there were not more LoSSes (Lack of Separation Standards) or airspace deviations.The supervisor and TMU failed to recognize or take action; even after being told; that the sector was out of control. Sector complexity has changed due to the Metroplex project; and unfortunately the TMI's have not caught up with it.Erring on the side of caution; the supervisor; with the concurrence TMU should be slowing down and putting on in trail on the sector. Unfortunately; it ends up with the supervisor not taking any action; and the sector controllers caught having to clean up the mess.




Synopsis: ZMA Center controller reported an unsafe situation due to lack of coordination from the Front Line Manager and the Traffic Management Unit. Controller also made reference to the added sector complexity due the metroplex project changes.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-31T Cheyenne II
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right main brake or other issue caused aircraft to veer off the right side of the taxiway and into soft; wet terrain resulting in prop strikes.




Synopsis: PA-31 Pilot reported their aircraft made excursion from taxiway due to brake malfunction.
Date: 201206
Local time of day: 0601-1200
Location: ZZZZ.Airport, US
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Leading Edge Slat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Slat disagree alert appeared on extension. Intercepted localizer at 3;000 FT; descended to 2;000 FT as the First Officer was running ORH procedures. When it was evident that we needed more time for QRH procedures we requested vectors north of airport and to change runway due to the longer landing distance. On final; requested emergency equipment be dispatched to the taxiway near the departure end of runway in the event of brake overheat. We landed; turned left onto taxiway. After exiting the runway we requested the emergency personnel inspect brakes for smoke or fire; none reported. We taxied to gate with no further alerts. We were fortunate to have landed when we did because a [thunderstorm] rolled onto the field as we taxied to the gate.




Synopsis: MD-11 Captain reported leading edge slat disagree light on approach. Procedure was run and a normal landing ensued.
Date: 201408
Local time of day: 0601-1200
Location: JNU.Airport, AK
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 E ZAN
ATC / advisory: Center ZAN
Aircraft component: Altitude Hold/Capture
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
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: Aircraft

Narrative: Following a missed approach to Juneau Airport; we were executing a second LDA Z [X] Runway 8 approach into Juneau; via the SSR VOR transition.  The flight was operating in VMC on top of a cloud layer.  After leveling at 7;000 feet; a descent was initiated between SSR VOR and LYNNS to 5;600 feet; by selecting 5;600 in the altitude alerter and selecting vertical speed mode on the AFCS.  The altitude alerter did not chime; and the plane continued in a descent through 5;600 feet.  Both pilots were momentarily looking outside; and when I glanced back inside to scan the altimeter; the plane was descending through 4;900 feet.  I immediately responded by bringing the power levers to climb power and selecting a climb mode on the AFCS to return the plane to 5;600 feet.  The flight remained in VMC during the altitude deviation.




Synopsis: Air carrier pilot flying the LDA X Runway 8 at JNU reports descending below the 5;600 foot MEA on the SSR 007 degree radial after setting 5;600 in the MCP and initiating a vertical speed descent. No chime was heard and the deviation was not noted until 4;900 feet and corrected.
Date: 201902
Local time of day: 0601-1200
Location: PBI.Airport, FL
Aircraft: Commercial Fixed Wing
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class E PBI
ATC / advisory: TRACON PBI
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Lined up on wrong runway at VRB on visual approach. Weather was day VFR. Initial weather indicated runway 4 landing. Crew briefed and executed appropriate checklists. New weather caused change in runway. FO (First Officer) set FMS and set approach for runway 12. Due to high volumes of local training traffic and parachuting I did not catch him hitting the actual load function. I was distracted. Several birds were also observed with more distraction. We were cleared for visual to runway 12. I asked [for] vectors to final to be executed. The FO did as requested; however [runway] 04 approach popped up. In the heat of battle and distractions at hand we missed the [runway] 12 approach. ATC had already cleared us for a visual [but] we did not catch the fact that [runway] 4 was in sequence. We began VFR visual sequencing for wrong approach following FMS data. ATC queried us as would be expected. We asked for sequencing back around for [runway] 12 [and] we landed without incident. More diligence when setting up approach sequence. Cross check and confirm each hand movement of buttons. Divide time better with oncoming approach.




Synopsis: Air taxi Captain reported initially lining up on the wrong runway following distractions related to local traffic and bird activity.
Date: 201810
Local time of day: 0001-0600
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp EWR
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: Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport
Primary problem: Airport

Narrative: Taxiing into gate; single engine; I felt a defining dip in the concrete that stopped my aircraft. The momentum of the aircraft depleted upon almost exiting this depressed area; and we drifted back into the center of it before I recognized that we were moving backwards. I applied maximum allowed thrust; as the marshall was directing me to move forward. We were about ten feet from the stop point. The aircraft wouldn't move; so we had to shut the engine down; and have a tug pull us the remaining distance. Needless to say; passengers had to be informed so they would remain seated. It was embarrassing. I explained what happened to the marshaller; who informed me that this is a common occurrence at this gate. Please note: I have learned; from experience; that taxiing with one engine shut down and approaching a gate; it's easy to get caught short of the gate and not being able to power forward due to an uphill grade. Therefore; I approach the gate at 30% N1; and ride the brakes. This prevents the aircraft from getting behind the power necessary to approach the gate. Using this technique; I was still unable to reach this gate. My aircraft drifting backwards was unexpected and very unsafe.




Synopsis: B737 Captain reported the momentum of the aircraft depleted due to a depressed area ahead of the gate.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Descending through FL260 the right Engine Oil Filter Bypass light illuminated. Following the QRH procedure; we retarded throttle but the light did not extinguish. We then shut down the right engine per QRH procedure. We advised ATC; declared an emergency for precautionary engine shutdown; gave them fuel remaining and souls on board and requested an advantageous runway at our destination. Finally; we advised the company and briefed the flight attendants. We then made an uneventful landing at our destination and were followed to the gate by CFR personnel. Maintenance personnel met us at the gate and I estimated for him that the engine was wind milling for approximately 25 minutes from retarding to idle until touchdown. I also noted this in the write-up in the log book.


Second narrative: No additional information was included in the secondary narrative.


Synopsis: While in descent to their destination the flight crew of a B737-800 shut down their right engine when the Oil Filter Bypass light illuminated and could not be extinguished via checklist.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Windshear
Light: Daylight
Aircraft: Learjet 60
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: [We were] flying through an area of weather at FL290. Without warning aircraft was caught in an updraft. Immediate call to Center to advise of the uncontrollable ascent; aircraft vertical ascent of about 700 to 800 FT. Once the aircraft was under control [we] returned to assigned altitude. Center immediately asked if all passengers were okay. They were and we continued to destination without further incident.




Synopsis: LR60 Captain reported and uncontrolled 800 FT climb from FL290 because of updraft.