elihoole/asrs-aviation-reports huggingface dataset:
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff from ZZZ on Runway XX; we received 'HEADWIND SHEAR' alert at about 120 kts. Captain decided to continue. The auto-throttle moved to max; but airspeed was slow to increase so Captain pushed the throttles through the gate as a precaution. After gaining some altitude and airspeed; Captain reduced thrust. An amber TGT (Turbine Gas Temperature) overheat 905 and SELECT FADEC ALTN was illuminated. Captain called for flaps up; being distracted by the alerts and ATC (Air Traffic Control); I inadvertently retracted the slats in one motion. Captain identified my mistake and called for slats extend and I re-extended the slats. The airspeed did not drop below the foot. At that point we did an SOS brief and I performed the QRH (Quick Reference Handbook) checklist. We then requested to level off at 16;000 feet and told ATC of the possibility of a diversion. We then spoke to Maintenance and we agreed it would be best to divert to ZZZ1 for maintenance. We told ATC or intentions to divert to ZZZ1; notified the FAs (Flight Attendants) and passengers; and landed at ZZZ1 without further incident. CAWS (Central Aural Warning System) announced the wind shear alert that prompted our reaction. 'HEADWIND SHEAR' alert that prompted power through the gate resulting in overtemp and FADEC ALTN. Distraction and workload caused me to push the flap handle through the 0 detent. Upon the wind shear alert Captain decided to push throttles through the gate out of an abundance of safety. Upon my inadvertent retraction of the slats; the Captain called for slats extend and I complied. In the future I will be more deliberate with my actions under high stress situations.




Synopsis: B717 flight crew reported a wind shear encounter on takeoff.
Date: 201406
Local time of day: 1801-2400
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were flying along at FL380 in relatively smooth air; with scattered high clouds when we suddenly encountered a moderate bump--only very light bumps before and after. We evaluated the weather (cloud layers); nearby traffic (wake turbulence) and engines (compressor stall(s)) for possible causes. We could see no evident causes; however; since there were no indications of turbulence (contrails--for wake turbulence possibilities) I reported the event to ATC and asked for further ride reports ahead. ATC said there were no reports of turbulence ahead beyond occasional light chop. We elected to leave the seat belt sign off and I asked the Captain if he agreed that I should say something to the passengers (who undoubtedly were wondering what happened). I explained to the passengers that it was an example of 'unexpected turbulence' that I warned them about when I turned off the seat belt sign earlier; that there was always the possibility of unpredictable turbulence from wind; weather; or airplane wakes enroute; but that we had no indications of weather; wake or clear air turbulence ahead so we were leaving the seat belt sign off. When I finished speaking over the PA; and reconfigured my Audio Selector Panel to maintain my listening watch with ATC; the Captain informed me that ATC had just informed him that an A380 had recently flown near our vicinity. I do not know specifics of distance; altitude; or time.




Synopsis: B757 First Officer reported encountering possible wake turbulence at FL380. ATC reported an A380 in the vicinity.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: As we were nearing the end of boarding the CSA came and asked if we'd allow a commuting Flight Attendant to sit in X6.  As [Flight Attendant] A I stated I didn't believe we could do that as we're not allowed to sit on the Jumpseat seat together. CSA stated it was 'Up to us' actually said it was 'up to the D Flight Attendant.'  I couldn't find anything regarding that in my EFB and the D Flight Attendant said she didn't care. So we took the CSA at her word and went with the commuter sitting in X6.Upon arriving into ZZZ this morning I asked a Supervisor and she stated NO; no one is allowed by FAA to sit in X6 if there is a D Flight Attendant in X4.If questions arise with new 'COVID' Jumpseat or any other procedures I don't feel is correct. Take the time to contact a Supervisor to get the correct answer.




Synopsis: Flight Attendant reported not being sure if a commuting Flight Attendant is allowed to sit in a specific seat when another Flight Attendant is sitting in adjacent seat.
Date: 201807
Local time of day: 1201-1800
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During flight; informed by Dispatch that cargo loaded a non-flammable gas and failed to inform flight crew.Failure to notice R/A Yes on close out.More careful examination of closeout would have called attention to error.




Synopsis: Boeing 767 Captain reported that a non-flammable gas (Hazmat) had been loaded on the aircraft without crew notification.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A340
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: [Anomaly] dry ice check not completed. Location of occurrence: ZZZ. Station Discovered: ZZZZ. Aircraft Type: A340-300. Event Description: checklist for dry ice not completed.




Synopsis: Ground personnel at arrival airport reported illegal HAZMAT cargo transport due to procedural errors at origin airport.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Cessna Citation Undifferentiated or Other Model
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower TOL
Reporter organization: Government
Reporter qualification: Air Traffic Control Developmental
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Training on Local and Ground in progress. Citation on a 2 mile final for Runway 34. Another Citation called for taxi to Runway 25. Ground Controller told the Citation requesting taxi to taxi to 25 and to cross 34 before coordinating. Taxing aircraft's ramp position was approximately 3;500 feet from the runway crossing. Local Controller heard the runway crossing being given; and was aware that the Ground Controller had been told by a previous trainer that it was okay to give an aircraft a runway crossing if you have enough time to coordinate before the aircraft gets to the crossing. Before the Ground Controller can request the crossing; the Local OJT corrected the Ground Controller. The Ground Controller then asked for the crossing; which was denied and the taxing Citation was told to hold short of 34. The landing Citation landed and was through the intersection when the taxing Citation was approximately 1;000 feet from the runway crossing. No loss of separation. Questionable coordination practices. There needs to be more consistency during training regarding runway crossing procedures. Too many controllers with too many techniques can ruin a new developmental.




Synopsis: Tower Developmental described an unsafe runway crossing event; noting concern regarding the inconsistency of current training practices on how to handle crossings.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Operating under: Other Part 107
Airspace: Class B ZZZ
Reporter organization: Other Business
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Submitted through APP for a clearance to fly my drone for a roof inspection on a house located 5.6 miles NW of ZZZ. The clearance was rejected for accidentally not submitting my phone number.  I started to re-request the clearance this time entering my phone number; and it went through an brought up the flight clock which my indication I was cleared.After returning home I went back into the App to review the times for the flight and I notice rejected was in the box for that flight. I believe I was cleared but the initial rejection stayed in the flight time box. I believe this can be confusing when resubmitting for a clearance.




Synopsis: UAV pilot reported not being completely sure if the drone had authorization to fly close to major airport or not.
Date: 201406
Local time of day: 1201-1800
Location: ZFW.ARTCC, TX
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Troubleshooting
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Weather
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I had just taken over the sector when I noticed Aircraft X climbing. I checked with him to see if he needed a higher altitude. I'm not sure if it was our radios; but I was only able to get broken responses from him. During (or maybe after we got off the recorded line) the briefing I asked [another Controller] what the tops were; and he said a jet was deviating and had turned direct SHV at FL430; so it must be up to that. I noticed Aircraft X turning toward the weather; and I told him that it appeared that he was turning into the worst of the weather. He made a garbled response that I thought was him saying something like; 'I'm turning away' He appeared to be turning away; making a 360. I also noticed Aircraft X descending. He said he was spinning and I thought he said he was descending. He also said he couldn't see the horizon or the ground. Another aircraft said they heard him saying Mayday; but I did not hear this. [The other Controller] was still in the area; so he took my d-side.I recommend better frequencies in that area.




Synopsis: ZFW Controller reports of radio problems with aircraft that is entering bad weather; Controller does not hear pilot say Mayday.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Entering VFR pattern
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna 150
Reporter organization: Other Flight School
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Entering left downwind for RWY XX at ZZZ noticed Aircraft Y also on downwind for RWY XX. Prior to this; we announced our position and intention to enter RWY XX downwind on CTAF. Aircraft Y made a takeoff call on CTAF and took off from RWY XX as we were approximately 4 miles from entering downwind for RWY XX. Aircraft Y made no further radio calls until after we announced our position on the downwind leg. After our downwind call; Aircraft Y also announced that he was on downwind for RWY XX. This is when I saw that he was co-altitude and approximately 500 feet to the left of my aircraft. At this point I maneuvered to maintain safe spacing between our aircraft.




Synopsis: Cessna-172 pilot reported an NMAC event in VFR landing pattern with trailing aircraft .
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 R Ovation
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Was on final with a very strong quartering headwind. Wanted to land under power due to strong crosswind. Maintaining 700 feet till 1 mile out was plan and Tower gave me an altitude alert. Said it went off as [I] was at 600 feet 2 1/2 miles out. I should have stayed at 200-300 feet higher till a bit closer. Was on final with a very strong quartering headwind. Wanted to land under power due to strong crosswind. Maintaining 700 feet till 1 mile out was plan and Tower gave me an altitude alert. Said it went off as [I] was at 600 feet 2 1/2 miles out. I should have stayed at 200-300 feet higher till a bit closer.




Synopsis: M-20 R pilot reported ATC issued an altitude alert during initial approach.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff while on initial climb out we received a triple chime and an EICAS 'LAV SMOKE' warning. This occurred at approximately 500 ft. Within a few seconds the Flight Attendant called the Captain and alerted us to the presence of smoke in the cabin. The Captain ran the QRH; contacted Departure and [requested priority handling]. We were vectored back for the landing with [ground] equipment on standby. Landing was routine and we taxied back to the gate without further incident.The main thing I learned from this event is that remaining calm and continuing to perform as a crew using threat and error management and CRM can prevent things from becoming much worse. I and the Captain both remained calm; followed procedure; and continued as normally as possible. I will use this experience when I become a Captain to instill in my First Officers the importance of remaining calm and following procedure.




Synopsis: An Air Carrier pilot reported returning to the airport due to smoke in the cabin and a LAV SMOKE alert.
Date: 202010
Local time of day: 1201-1800
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: Tower CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On 2 to 3 mile final and at 2500 feet I saw what I thought was a bird. I was Pilot Monitoring and advised the First Officer the Pilot flying of location 11 o'clock and above. As we got closer I believed it to be a drone that passed left to right and 3 to 400 feet above us. I reported altitude a distance on final to Tower. It appeared to be about the size of a large bird and dark gray or black in color.




Synopsis: Air Carrier Captain reported a NMAC with a Drone on short final.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ1
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out; upon reaching 7;000 feet; I noticed smoke in the cockpit. At that time; I performed the memory items associated with that issue. I then relayed to Approach that we would be leveling off at 7;000 feet and requested direct 'ZZZZZ' [intersection] for the RNAV XX back in ZZZ. We also relayed that we were experiencing smoke in the cockpit. After coordination with ZZZ1 Approach; ZZZ OPS and the ZZZ Airport OPS we returned to the field without incident. We were met by the applicable trucks and rescue staff at our pre-planned point. We then did an emergency evacuation; per the checklist. I believe there was an electrical issue in the Captain's circuit breakers.




Synopsis: First Officer reported an air turn back after smoke was detected during climb out.
Date: 201709
Local time of day: 1201-1800
Location: CLT.Airport, NC
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While departing Charlotte; ATC advised us of aircraft ahead and above us. We were climbing from 6;000 feet to 8;000 feet looking for the traffic. We received a TA followed [by] an RA to descend. We followed the RA and advised ATC of the deviation. We got the traffic in sight just before the RA occurred. We began to follow the RA and descend. We still had the traffic in sight and it appeared they were descending as well putting us on a collision course; [so] we stopped the descent. The traffic finally saw us and turned away; they were about 100 feet below us. Once clear; we returned to our altitude and advised ATC.




Synopsis: Air carrier First Officer reported an airborne conflict while departing CLT.