elihoole/asrs-aviation-reports huggingface dataset:
Date: 202112
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Procedure
Primary problem: Procedure

Narrative: I loaded this flight with roughly 30 minutes till departure with 1 tractor. I work on the international side and had to come with 4 of my crew members to Gate X to load this flight. This flight had a Hazmat planned on the card and I surrounded this with 600 lbs. of freight. As the only card person & lead on this flight; being pressured that it was a special flight as well; I was focused on trying to get the flight out on time whilst the rest of my crew members had other tasks given from me to do regarding the flight. After examining what the card stated; it says I had to surround the Hazmat with 15 bags; 450 lbs. of mail; 9 ballots; or a combination of either. On previously loaded flights I've completed; I've finalized cards with bags not meeting the required count but substituting it with items such as quick packs; AOGs; or CAP (Continuous Airworthiness Program) to equal 450 lbs. surrounding the Hazmat. I am confused as to why it wasn't accepted on this flight that I wasn't able to close out the card with 600 lbs. of freight but can use other items such as AOGs; quickpacks or CAP with either a minimal amount of bags or mail when loading other flights.




Synopsis: Air Carrier ramp personnel reported an inability to close out cargo release due to baggage configuration error message.
Date: 201901
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZDC
ATC / advisory: Center ZDC
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Physiological - Other; Fatigue; Distraction; Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Company Policy; Staffing; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Aircraft X was level at 11;000 ft. westbound. I took a handoff from TRACON of Aircraft Y out of 9;500 ft. climbing to 11;000 ft. obviously merging with Aircraft X but didn't realize it until too late. I first called TRACON to see if they were working Aircraft Y and if they were to stop their climb at 10;000 ft. They advised they weren't working Aircraft Y. I then called a different TRACON sector and told them to stop Aircraft Y at 10;000 ft; but they told me they switched the aircraft to another Center sector even though the aircraft would never enter their airspace. I called that sector and told them to descend Aircraft Y TO 10;000 ft. AND TURN 30 DEGREES RIGHT. They called me back and said they weren't talking to Aircraft Y. I then noticed Aircraft Y descending to 10;000 ft. and they checked on my frequency. At this point; I had separation between the 2 aircraft but then TRACON descended Aircraft X to 10;000 ft. thus losing separation as they were about 1 mile apart. I turned Aircraft Y 30 degrees right to avoid collision. They passed directly behind Aircraft X. I believe this is an event that happened because of the major added stress because of the government shutdown. My mind clearly wasn't working as fast as it needed to. There should never be an aircraft aloud northbound on V16 at 11;000 ft. due to the multiple metro arrivals we feed at 11;000 ft. to the TRACON.




Synopsis: A Center Controller reported taking handoffs on two aircraft they did not recognize were converging at the same altitude due to stress from the government shutdown.
Date: 201704
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: It appears that the AUDII transition randomly gets dropped and after KILNS the FMS might go direct to FAK. The Controller stated this happens often and may very well be an FMS issue. Flight crews need to be more diligent monitoring this departure.Even after verifying the programming of the FMS as described in the SOP and Flight Operations Manual it seems the transition dropped out. Or we both made a data entry error. As described by the controller that would mean many other pilots from different airlines did the same thing.




Synopsis: EMB-170 Captain reported that the AUDII Transition on the CLT SID randomly drops from the FMS. It was also noted that an Air Traffic Controller stated that 'this happens often and may be an FMS issue.'
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Windshear; 10
Light: Dusk
Aircraft: Balloon
Operating under: Part 91
Flight plan: None
Mission: Other Air Show
Flight phase: Parked
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other During inflation
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: During initial inflation of the hot air balloon the wind increased from near calm conditions to sudden gusts of 25 KTS or greater. As the balloon was being heated to upright position a tie down rope used to keep the balloon static and on the ground broke free causing the balloon to move downwind unexpectedly. Due to the amount of buoyancy achieved prior to the attachment breaking; the balloon lifted off the ground. I continued to heat the balloon to clear the surrounding crowd in front of me. The unintended flight became an emergency situation.Once I gained control of the balloon and was clear of the crowd below I looked for the first safe place to land. Landing and approach was at a wind speed I estimate to be greater than 20 KTS. The balloon came to rest on a small embankment on the side of a road in thick desert brush and cactus. During the first seconds after leaving the ground; as I heated to become more buoyant and clear the crowd the balloon burner was tilted to a 45 degree angle causing burn damage to the balloon envelope. The thick trees and cactus caused minor rips and tears to the fabric. No damage to the basket or fuel tanks. The fabric did not support flame from the burner and no fire occurred. I suffered small cuts to the back of my hands. No other person or property was hurt or damaged.




Synopsis: Blown loose of its tether by unexpected high winds during inflation for an exhibition flight; a hot air balloon--fortunately with its pilot aboard--became airborne and threatened spectators as it blew toward them. The pilot managed to increase inflation to avoid striking them and then managed to land the balloon with only minor damage and some minor cuts to his hands.
Date: 201705
Local time of day: 0001-0600
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Workload
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We programmed our arrival for LAX with the ANJLL 1 RNAV arrival with the Runway 25L transition. On the arrival SOCAL changed our runway assignment to 24R so as not to be vectored off the arrival. We changed our CDU for the new runway assignment. Then SOCAL called us several times [with an incorrect flight number]. We thought it might be for us; but not sure. We were busy trying to make sure we were on course for the new assignment. When we realized that in fact SOCAL was calling us we answered them. We were told to change again back to 25L; our original plan. We did.As far as I can tell; everything worked out as planned; but with all the CDU work; distractions for calling ATC several times; and reinstalling our original arrival; I can't be sure. We believe all constraints; altitude; and airspeed were met. We were truly task saturated; and a bit confused with the conversations with ATC and if they were talking to us or not. I wish ATC knew the amount of work it takes to change runways; especially when you are in a busy airport like LAX. Then change it back again. I know ATC is trying to optimize airspace and increase arrivals. But that puts a tremendous stress at the last minute on the crews so they won't violate any airspace during our descent and approach.




Synopsis: B757 Captain reported workload was very heavy on approach into LAX when ATC changed their runway assignment twice.
Date: 201905
Local time of day: 1801-2400
Location: ORL.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Ambulance
Flight phase: Initial Climb
Airspace: Class D ORL
ATC / advisory: Tower ORL
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Chart Or Publication; Airspace Structure; Company Policy; Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X called for departure from a medical center and I told the aircraft departure would be at its own risk; use caution. Then I gave the winds; altimeter and to proceed on course. The helicopter departed and flew west into the wind then north. I was issuing a traffic to the helicopter because I saw another helicopter as a potential conflict. But before I finished the traffic I noticed a Skyhawk on downwind turn base over the helicopter at 900 feet and the helicopter was at 600 feet. So I told the helicopter about the Skyhawk and the helicopter mentioned that the traffic was too close. We should have procedures for helicopters entering and exiting the medical center on special routes to de-conflict with pattern traffic.




Synopsis: ORL Tower Controller reported an NMAC between a helicopter departing a hospital and traffic in the pattern.
Date: 201311
Local time of day: 0001-0600
Location: ANC.Airport, AK
Weather elements / visibility: Turbulence
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C ANC
ATC / advisory: Tower ANC
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Weather
Primary problem: Ambiguous

Narrative: Approaching 7R at 2;000 FT MSL in moderate turbulence; about 12 mile final the turbulence increased. We found out we were in trail of a B757 and thought we were encountering wake turbulence. Executed go-around. During go-around we experienced large altitude and airspeed deviations. At one time I saw us sinking 1;500 FT per minute and looked at the pilot flying who was trying to climb while airspeed was increasing. I saw airspeed reach approximately 270 KIAS with flaps at 1 or 5. I cannot recall. Flying duties were transferred and we arrested the descent and airspeed control. Changes were happening quickly with altitude clearances and flying the aircraft to keep it in control.I assume we did not have any altitude deviations; but don't really know as we attempted to get above these conditions. We continued our climb above the turbulence and reported severe turbulence to ATC. We diverted to FAI and landed uneventfully. I talked with the flight attendant crew enroute to FAI who informed me that it was a rough ride; but all were well and in their seats and buckled. Several PA's were made; time permitting; enroute and on ground in FAI keeping the passengers informed. I received no complaints from either passengers or flight attendants. On ground in FAI; spoke with Dispatch; Flight Operations; and Maintenance Control. I asked and found out from Dispatch that we were in trail of a B757 and B747. I was having difficulty determining whether it really was severe turbulence or moderate with wake turbulence. I asked and heard that no one else had reported severe turbulence. Based on this information and the fact that I find it difficult that we would be the only flight on a busy final to encounter severe turbulence I told Dispatch; Maintenance Control and the Flight Operations that I thought this was moderate turbulence with wake turbulence and that was how I was going to write it up with flap exceedences.


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


Synopsis: B737 flight crew reported executing a go-around after encountering moderate turbulence and wake vortex on approach to ANC.
Date: 201909
Location: RJTT.Airport, FO
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Taxiway signs are difficult to impossible to read in West and Northwest portion of RJTT airport with tall un-mowed grass obscuring them.




Synopsis: Air carrier Captain reported taxiway signs obscured due to overgrown grass/weeds at RJTT airport.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was taking a student to ZZZ for a checkride. I was the Pilot Flying so he could relax a bit before the ride. Our route of flight was direct ZZZZZ direct ZZZ. We departed ZZZ1 at roughly XA:00am local time. After departing the area to the north I went direct ZZZZZ that way we will stay clear of all parts of the Bravo at 7;500 feet. The GPS looked good; ZZZZZ was in the right spot; the course looked good; so we continued direct. We arrived at out destination about an hour and a half later. Flight on the way back was the same route. Upon looking at the flight in ForeFlight; some time later; I had discovered I did not fly direct ZZZZZ. The GPS showed ZZZZZ; but we were far from it. When we were approximately 3.5 NM to the north east of [track] I was within 200 feet of the Bravo laterally at 7;500 feet next to the 7000/1;2000 foot shelf. After thinking about how this could have happened I came to the conclusion that the OBS button was hit sometime before I hit direct ZZZZZ. I had not noticed the OBS was on; and taking us on a different route. This entire situation could have been avoided if I would have done one of a few things. First; I could have seen the OBS was on. Second; I should have been with flight following. They would have helped us out to get squared away. Third; if I had foreflight open I could have seen we were not on our planed route. From this experience I will be with flight following when that close to the bravo; and I will always be checking my surroundings more no matter the flight.




Synopsis: C172 instructor was pilot flying and reported not following published procedures; causing a track deviation.
Date: 202007
Weather elements / visibility: Rain; 1
Aircraft: Embraer Phenom 100
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other landing roll
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Medium to heavy rain on final approach.Runway became in sight about 100 ft. above minimums.After landing; I applied max braking; and continued down the runway until crossing off the end of the runway into the grass. Continued into flat grass overrun for about 75 yards; and came to stop in the grass/mud.There were no injures. There was no apparent damage to the aircraft other than possibly the main landing gear doors due to mud.




Synopsis: Embraer Phenom pilot reported he ran off the end of the runway after landing in heavy rain.
Date: 201906
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I ran to [the] fire. It was on aircraft's left so I jumped over at 3L bulkhead and the cabin was filled with smoke & fumes. Passenger yelled it's in overhead. The owner of backpack grabbed it & threw it to floor. It was covered in a blanket smoking and still on fire. I was at 17C so I ran forward and yelled for bottle of water and containment bag. I doused the bag with water and when bag arrived we struggled to get it open. Luckily FA (Flight Attendant) #9 had a can opener on his [key chain] so we punctured it & stuffed bag in bag & placed in galley compartment. Luckily [another] passenger had thrown a blanket on flames shooting out of overhead compartment. After incident I started coughing & sneezing. My throat hurt. Captain asked if I needed to divert. I said I could make it to ZZZ and meet paramedics. Paramedics left after making sure an ill passenger in 27F was ok. FA supervisor said I had to go to [the hospital] to be evaluated or go to company doctor. I went to the doctor he said I'd be fine to fly by [in a few days]. No x-ray or blood test done. I feel better but still not 100%.Suggestions: We need to forbid vapes on planes. Also until then FA's need to remind passenger to remove batteries from device! Pilots too. Also make containment bags easier to access. Maybe bigger too! Also company could have done more to make sure I was OK!!




Synopsis: A330 Flight Attendant reported smoke and fumes in the cabin from lithium ion battery powered e-cigarette smoking device.