elihoole/asrs-aviation-reports huggingface dataset:
Date: 201905
Local time of day: 0601-1200
Location: SGJ.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Climb
Airspace: Class D SGJ
ATC / advisory: Tower SGJ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Communication Breakdown; Confusion; Training / Qualification; Situational Awareness
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I received clearance to take off from Runway 13; follow the Cessna ahead; and make left closed traffic. After takeoff; upon reaching 700 feet I turned crosswind; forgetting to instead follow the Cessna ahead. As I continued climbing to 1;000 feet on crosswind leg; Tower informed me that I had cut off the Cessna traffic in front of me and to make a 360. The transmission was somewhat garbled; and I only heard the phrase '360'; I did not hear the direction in which to turn; so I made the decision to turn to the right and began a right 360 at a standard rate of turn. Soon after I started this turn I came in sight of the Cessna traffic; which I had cut off on its left downwind leg and was until that point hidden behind my right wing; as I was flying in the opposite direction. Since this was now a head-on situation; I turned hard right to avoid the traffic. Once the planes were clear of each other; Tower called me back in after one touch and go to land full stop and return to the [FBO]. I was informed after I returned to the [FBO] that the Tower had in fact instructed me to make a left 360 instead of the right 360 which I had began to make; and as a result had made a non-ideal; but still very fixable; situation into a very dangerous one.I first neglected to follow the Cessna traffic ahead of me; which led to my turning crosswind leg early and cutting off that traffic. In the future; I must be much more cognizant of surrounding traffic and my takeoff clearance instructions. When tower instructed me to make a 360 to avoid the Cessna traffic; I did not ask for clarification as far as the direction in which to turn because I was more preoccupied with maneuvering as soon as I could; rather than waiting and making the correct maneuver which would have been much less dangerous. In the future; I must remember to always ask for clarification before performing maneuvers in the pattern if I do not hear them clearly the first time. I also must be more aware of the general traffic pattern flow; because I should have realized that turning a left 360 would not put me in a head-on situation; while a right 360 would; and did.




Synopsis: C152 student pilot reported a near mid-air collision with another aircraft in traffic pattern.
Date: 201309
Local time of day: 0001-0600
Location: IAD.Airport, DC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On the HYPER 4 arrival into IAD; between the DELRO and BINNS Intersection at 15;000 FT; nine miles behind a Boeing 767; received significant wake turbulence causing significant rolls and yaws. [We] disconnected the autopilot to recover the aircraft. Asked ATC what we were following; and reported the wake encounter. We were given a descent; and allowed to slow as necessary. No further encounters experienced.




Synopsis: CRJ-200 Captain reported significant wake turbulence in trail of a B767 on arrival to IAD.
Date: 202101
Local time of day: 0601-1200
Location: MMTJ.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: Tower MMTJ
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: On final approach to MMTJ Runway 9; Tower advised of an uncontrolled traffic. A TCAS RA 'climb' was generated. No visual contact was made with the traffic.It appeared to be a drone dangerously invading the flight path and trajectory of aircraft landing at MMTJ.




Synopsis: Air carrier Captain reported an airborne conflict with a drone on approach to MMTJ airport.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Government
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: Government
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Aircraft preflight and flight all normal. During last practice traffic pattern PIC noticed strong nose up pitch tendency and limited fore and aft yoke movement. PIC stabilized aircraft control with throttle then aft yoke movement became more free after applying enough back pressure that resulted in a snapping/popping. Returned to [departure airport] safely. Shortly after landing blew left tire upon rollout. No injuries or other damage. Note: major elevator work done during recent 100hr inspection.

Callback: Reporter indicated that the source of the jammed elevator control is still under investigation. Loose hardware and cable tension are areas being explored. The reporter added his frustration with the manner in which he has been treated since this event; and his stress associated with a very dangerous flight in an unairworthy aircraft.



Synopsis: The pilot of a C182 reported an elevator control problem during climb. Yoke movement became free after application of additional back pressure; and a noise was heard.
Date: 201606
Local time of day: 0001-0600
Location: CZQX.ARTCC, NF
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZQX
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Upon receipt of initial oceanic clearance; I reviewed the message along with the captain and accepted via CPDLC with CZQX; it was rejected almost immediately and then a 2nd message arrived within about 5 seconds that appeared the same as the first; so it was re-accepted. It seemed as though it was a system anomaly but in fact had a change from FL380 to FL390 for crossing. No ATC verbal 'amendment to clearance' was given as is usually the case. About this time we did crew change. I was told after break that the FL390 was noticed by Gander domestic prior to track entry and we entered track correctly so the system checks worked fine.


Second narrative: Requested oceanic clearance. Upon receipt of clearance the FO and I reviewed same and confirmed the track/alt with what we were filed and requested and confirmed it was the same. Accepted via CPDLC with CZQX. It was rejected and almost instantly and within seconds a new clearance arrived with same track. We accepted. We did not realize we had accepted 2 clearances with the second having 390 not 380 as crossing altitude. This all happened in a total of 20 seconds or so. Did pilot change did crew briefing advising new PM that we have oceanic. We were at 370 and had requested climb to track altitude. When new PM was in seat i said request a climb to 380. We climbed to 380. A short time later gander domestic cleared us to climb to 390. We questioned him as we thought our alt should be 380. He said I'll verify. He came back and said at this time you now cleared to cross at 390 which we did. Gander domestic did not say be advised you have an amended clearance as he did to flights that had one that evening. We entered track on course and at cleared altitude.


Synopsis: B777 flight crew reported receiving two oceanic clearances within five seconds from Gander and accepted both. A flight level change was assigned with the second clearance which the crew did not detect.  Reportedly; their HF radio could transmit; but not receive.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were with ZZZ Center and I was having trouble understanding the Controller. I told him that he was coming in 3x5. The Controller proceeded to tell me that he had numerous complaints about being hard to understand and the reason was; that he was required to wear a mask while at work. I started thinking about this and realized that I was having trouble with other controllers throughout the country and never made the connection.  We never had an issue but the Controller had to repeat himself several times which seemed to clog the radio.Suggestion - Have the controllers not wear face masks that might make their transmission difficult to understand.




Synopsis: Air carrier Captain reported the ATC Center Controller was difficult to understand because the individual was wearing a required face mask.
Date: 201403
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: VFR
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While on the ILS final approach to LAX Runway 25L and VFR; we were told to maintain 250 KTS until notified. I think approaching HUNDA Approach Control said maintain 210 KTS minimum. The Captain then commanded landing gear down to slow the speed and descend; as we were above glide path and fast. Between HUNDA and LIMMA Approach Control gave us 180 KTS to LIMMA and contact Tower. The pilot flying used vertical speed (VS) to descend. I thought about this after the fact; when the pilot flying activated VS that took us out of land mode. Therefore; the aircraft went through the glide path and did not intercept because land was no longer armed. During this time the pilot not flying was performing the Before Landing Checklist and talking to Tower. At about 1;500 FT at LIMMA we both recognized the low altitude as did Tower. The pilot flying was correcting and configuring. The lowest altitude was 1;300 ft. We were VFR the entire time and I think fully configured at 1;000 FT AGL. We re-intercepted the glide path at about 1;300 FT-1;500 FT and were on speed and stable well prior to 500 FT AGL. Lack of attention to automation. Get permission to slow earlier; de-automate sooner; i.e. autopilot off and hand fly. Both pilots pay closer attention to raw data and what is armed on the FCP.


Second narrative: My first mistake was to not have aggressively demanded a slower speed sooner; as this aircraft will not slow down rapidly in a descent. However; had I taken more appropriate actions we could have accomplished what was necessary. I should have extended the gear; deployed full speedbrakes and began my descent to a minimum of 1;900 FT. When level at 1;900 FT; slowed the aircraft to the targeted speed and assure glideslope interseption. If speed did not diminish to what was necessary then at the appropriate time; then perform a missed approach. I am confident; that had I chosen this course of action an appropriate result would have been accomplished.


Synopsis: A300 First Officer reports descending below the glide path during an ILS approach in VMC; due to lack of attention to the automation. Both the crew and the Tower detect the low flight path at about 1;400 FT AGL and the aircraft is returned to glide path.
Date: 202010
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Time Pressure; Workload
Second reporter function: Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Hour into flight during beverage service; passenger in XX3 told me; that he was going to throw up and needed to go to the lavatory. People around him heard. I asked FA Z to move cart to galley for an emergency. Someone was in right door X lavatory; so the sick passenger accessed right lavatory Y and violently threw up in toilet. FA Z asked if he had a temperature or needed a doctor. He said he didn't have a temperature or possible COVID; but had too much to drink earlier prior to flight. We locked the lavatory back up. Passenger across from him thanked me for letting him go so fast. It did not result in passengers or crew being exposed to vomit in these possible COVID situations. He did not want medical treatment upon arrival.


Second narrative: FA Z and FA X advised me that during their beverage service passenger in XX3 hurried to them and told them that he was going to throw up.  FAs moved beverage cart quickly to the aft galley and moved passengers in aft galley to the side of galley; lavatory X was in use with another passenger. Passenger accessed lavatory Y and was continuously throwing up for a lengthy period of time. FA Z asked passenger if he had any fever [or] COVID; and passenger said no that he just had many drinks before flight. I advised Captain of the situation. Crew utilized situational awareness and company taught skills when dealing with this situation.


Synopsis: Flight attendants reported dealing with a sick passenger during flight.
Date: 201908
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Procedure; Company Policy
Primary problem: Procedure

Narrative: ILS 28R approach SFO; 500' ceiling winds 280@22 10 miles vis. Captain briefed flaps 3 approach and landing. ATC assigned 160 knots until AXMUL. Aircraft was flaps 2 gear up prior to AXMUL. At AXMUL Captain called for gear down; managed speed; landing checklist which I executed. I made the 500' call out and Captain replied 'stable'. I verified on speed and glide slope. I commented that airspeed bug was well above briefed Vapp; 'must be mini ground speed' due to the large head winds. Inside the 500' foot call out we received an audible 'too low; flaps' call. Both of us looked and verified flaps still at 2. Captain then immediately called for flaps 3. I positioned flaps to 3 and Captain made a normal uneventful landing. We heavily debriefed what happened after the flight. Captain admitted he had forgotten to call for flaps 3. Captain said he should have gone around but at the time felt flap change and landing was safe option vs flaps 1 go around back into the weather. I thought I had properly run the landing checklist. It was very dark on the flight deck so I brought up the map light to read the checklist. I believe when I did that it affected my night vision enough that I did not notice flaps read 2 and not 3. I do remember seeing the flaps 3 config ECAM message which may have contributed to me think we were correctly configured.




Synopsis: A320 First Officer reported flaps not at proper setting; un-stabilized approach; and failing to go around according to policy.
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Distraction; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Leveling off at FL350; we heard a loud pop followed by a red electrical glow in the front right corner windshield on the Captain's side of the cockpit. Immediately a spider web-cracking of the windshield occurred. The Captain declared an emergency to ATC and advised the flight attendants of the situation and of the diversion. I was flying and communicating to ATC while the Captain read the QRH procedures. We landed overweight and roll-out was non-eventful. We were followed into parking. Maintenance was on hand at the gate and we transferred to another aircraft to continue our trip.




Synopsis: With a loud pop; a B737-800 Captain's windshield cracked at FL350 followed by spider web glass cracking; so an emergency was declared; the QRH completed and the flight diverted to a nearby airport.
Date: 201904
Local time of day: 1201-1800
Location: SEA.Airport, WA
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SEA
ATC / advisory: TRACON S46
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: About 200 miles to Top of Descent; [we] requested ATIS for both SEA and PAE by ACARS and radio. A south flow was confirmed for SEA and north landing for PAE. The FMS was then switched from the ILS 16R approach to the RNAV (GPS) RWY 34L into PAE. South flow altitudes and speeds were then verified on the OLYMPIA-2 against the FMS data; which all checked right and were briefed (OLM 270 knots @ 17;000 feet and ARVAD 250 knots at 13;000 feet). Shortly after; we flew through an area of light-moderate turbulence which led us to request a lower altitude; [we were] then cleared via the OLYMPIA-2. 13;000 feet was set in the altitude alerter and a VS of 1500 FPM descent started until intercepting the descent path with PTH indicated. As a result of the prevailing conditions; we crossed OLM below 17;000 feet; then were queried by ATC. We stated our present position; altitude and condition; soon after; ATC cleared us to maintain 13;000 feet then 10;000 feet. We should have informed ATC earlier during the descent that we could not maintain 17;000 feet; instead of waiting for him to query us on it.




Synopsis: EMB-175 Captain reported they overshot a crossing restriction descending into PAE; citing turbulence as a contributing factor.