elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: During arrival into ATL (KOLTT 1) we were given a 'descend via' clearance and cleared for the VA Runway 9R. We were also following an MD-80. The distance (based on TCAS) between us was between 3-3.5 miles. We had been following this aircraft from some point in the arrival and through the turns to base leg and final.On several occasions we encountered mild wake turbulence which I was able to avoid by utilizing the MCP Mode of automation. Prior to turning final we encountered a significant wake (about 10-20 degrees of left bank). At this point I went to manual flying which resulted in a slight delay of my turn to final. We were shortly thereafter given a 070 degrees vector to rejoin the LOC. I flew slightly high on final once electronic and visual guidance was available.  The remainder of the flight was uneventful.




Synopsis: B737 Captain reported encountering wake turbulence in trail of an MD-80 on approach to ATL.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Falcon 7X
Operator: Corporate
Operating under: Part 91
Mission: Passenger
Flight phase: Parked
Reporter organization: Corporate
Reporter function: Other / Unknown; Other / Unknown
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Upon review of logbook entries from a large inspection; it was discovered that a smaller inspection; which should have been performed at the same time; wasn't accomplished. The aircraft was released for service; dispatched; and flew a trip before the error was discovered.There are several factors that led to the error. We don't have a dedicated technician; so as chief pilot I'm tasked with maintenance planning and control; despite a lack of maintenance experience and knowledge. This will be addressed by using our contract technician more in the future to review maintenance and documentation before departing from a maintenance center. We put blind faith in the service center; having a false sense of security from them being a manufacturer service center.The maintenance manual had been revised in December 2014 to change the frequency of the basic inspection; from 2 months to 300 hours; with the caveat that the basic be done at the A inspection if 300 flight hours hadn't been reached between two A-inspections. The service center clearly missed the caveat. However; I knew that the basic had to be done; and as stated above; had blind faith that the basic would be done. This should've been confirmed with the service center; and will be in the future. Finally; in the future; I will be more familiar with the maintenance requirements going in; and review the sign-offs before departing maintenance. The basic inspection will be performed by our contract technician before our next trip.From the Aircraft Maintenance Manual:The FALCON 7X maintenance cycle is based on four types of inspections:Basic inspection: every 300 flight hours;A inspection: every 600 flight hours or 9 months; whichever is reached first;The A inspection must be supplemented by the Basic inspection if 300 flight hours haven't been reached between two A-inspections.The Basic inspection is a very simple inspection that includes mainly a walk around inspection; reading of the maintenance messages; and operational checks.




Synopsis: On a Dassault Falcon 7X the basic inspection procedures were not being followed per the aircraft maintenance manual.
Date: 201601
Local time of day: 1801-2400
Location: ZJX.ARTCC, FL
Light: Dusk
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X on route at FL390 headed towards non radar fix JAINS; I coordinated with ZNY because sector for non-radar coordination was complete I was supposed to have Aircraft X cross JAINS intersection at FL370 at XX:00 as coordinated with ZNY. The aircraft crossed JAINS at FL390; I did not descend aircraft. Because I was distracted by Aircraft Y flight the pilot of Aircraft Y refused to follow my instruction causing me additional work load and increase stress. We special military airspace and Aircraft Y was flying into military airspace so I had to point out Aircraft Y to Sealord controller. After continuous and unprofessional conduct of the Aircraft Y pilot. I missed descending the Aircraft X to FL370 at JAINS intersection. The controller at ZNY called and ask what altitude the Aircraft X was at. I advised FL390 and that he did not get crossing descent and gave them control of aircraft for descent to FL370.I will work hard not to let this happen again. The tools were in place the red altitude box was there I just missed because I was distracted with Aircraft Y actions.




Synopsis: ZJX Controller reported of not descending an aircraft as per the prior coordination. Controller reported being distracted by another aircraft that was not following instructions.
Date: 202003
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Completed a training flight with my son and was taxiing back to the aircraft's hangar along a designated taxiway. Approximately 300 feet from our intended hangar; we noticed an FBO operator in his personal truck backing toward and then parallel to our taxiway aiming south then stopping to our left. It appeared he saw us so we continued our taxi. As our distance closed to within about 50 feet; he proceed to start driving again and then executed a 180 turn to the right; across the taxiway; cutting across our path and causing us to rapidly apply brakes to avoid a collision. We stopped approximately 25 feet from him. As he drove passed us he looked directly at us not seeming to care we were there; and drove away. After he was fully clear of us; we continued our taxi. Weather was not a factor and the area was adequately lit. Time of occurrence was XA:08 local time and sunset was XA:13 local. A witness came to us afterwards expressing his anger toward this persons continuing disregard for safety. On numerous occasions I have witnessed him throwing a ball across this same taxiway to exercise his dog. I've also watched his [relative] use a drone to run his dog across the same taxiway. What I believe caused this conflict is this person continuing disregard for safety. The only thing I feel I can do to prevent this from happening again is to find another place to store my aircraft.




Synopsis: Pilot reported a truck drove directly in front of his aircraft and required him to brake suddenly.
Date: 201905
Local time of day: 1201-1800
Location: MKE.TRACON, WI
Flight conditions: IMC
Light: Daylight
Aircraft: McDonnell Douglas Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Final Approach
Airspace: Class B MKE
ATC / advisory: TRACON MKE
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Procedure; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I descended Aircraft X to 2;600 feet for the ILS Approach. I missed the read back error descending to 2;000 feet. The MVA (Minimum Vectoring Altitude) in the area is 2;400 feet; but 2;600 feet is the minimum altitude to join the localizer. I was prompted to climb Aircraft X when I received a low altitude alert. I told Aircraft X to check his altitude immediately and climb to 200 feet.Well; I know this sort of error has been a hot topic in recent years. Listen for the read back is the obvious answer. On the equipment side; upgrading our technology to add another layer of safety. Allow us or force us to enter the information in the data block to remind yourself of the altitude given or when you get the read back. With that; if the altitude differs by more than 200 feet to give you an alert.


Second narrative: Descending into MKE we were vectored to base leg for ILS 1L we were given a descent clearance to what the Captain (FP (Pilot Flying)) and I (NFP (Pilot Not Flying)) thought was 2;000 feet which is what I read back and we set the in the ALT window. As we leveled at 2;000 feet we both saw the radar ALT at about 1;300 feet just as Approach called [to] check ALT; I then confirmed our altitude and was corrected that we should be at 2;600 feet. We corrected our altitude and completed our ILS approach.


Synopsis: MKE Controller and flight crew reported the crew read back the wrong altitude and descended below the Minimum Vectoring Altitude.
Date: 201901
Local time of day: 0001-0600
Location: LTAA.ARTCC, FO
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: ADS-B OUT L EICAS alert and loss of GPS information due to jamming.




Synopsis: Air carrier Captain reported ADS-B OUT EICAS alert and loss of GPS due to jamming.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: Marginal
Weather elements / visibility: Turbulence
Aircraft: B757-200
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 Air Transport Pilot (ATP)
Human factors: Time Pressure; Distraction; Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: Encountered strong moderate turbulence associated with smaller thunderstorm activity over the Caribbean. With autopilot on; aircraft descended approximately 300 FT below FL350 with rapidly increasing airspeed. Disconnected autopilot and autothrottles and returned to FL350. Reengaged autopilot. Called cabin to check for possible injuries. None. Reported altitude deviation to Center. Center reported no deviation shown. Reported turbulence to Dispatch. Proceeded to destination uneventfully.Although already cleared and executing deviation for weather around lighter returns; a wider deviation may have prevented occurrence.


Second narrative: [Narrative #2 contains no additional information].


Synopsis: A B757-200 lost 300 FT at FL350 following after encountering strong moderate turbulence near a building thunderstorm which the crew attempted to avoid over the Caribbean.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Chancellor 414A / C414
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Taxi
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We received the taxi instruction to taxi Runway 25 via D. During taxi to Runway 25 at ZZZ airport via Taxiway 25; right before the runway hold short markings I saw the aircraft not steering to the left and going off the taxiway centerline. Since it was my second IOE flight; I had an Observer Captain on board on the right seat. When I saw the aircraft going off the centerline; I wanted the aircraft to stop but couldn't get enough response and called Brakes; Brakes; Brakes. The Observer Captain applied the brakes and the airplane had more than 90 degree turn due to locked up right main gear brake resulted going off the runway to the grass and nose gear to collapse. Both propellers were struck to the ground. Nobody was hurt. During FAA investigations they couldn't find mechanical problems with the aircraft. Even I had a PIC on board for my IOE they blamed me for the incident because I was sitting on the left seat which makes no sense because CFI's also sit on the right seat but they are the PIC when they are flying with their students no matter what. Also right after I called Brakes; Brakes; Brakes; it was him taking the controls and applied hard brakes causing right main gear lock up and veer into the grass.




Synopsis: C414 pilot reported losing control of aircraft and going off runway into grass.
Date: 201509
Local time of day: 1801-2400
Location: SBCW.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center SBCW
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft; Procedure; Chart Or Publication
Primary problem: Procedure

Narrative: Departing Runway 27R at SBGR; we were assigned the CGO 1A departure. This departure requires a 90 degree left turn soon after departure at the IG NDB. First officer was flying and properly kept flaps at five in order to comply with the 210 knot restriction. LNAV was engaged and in order to make the turn at IG to EVKUT it started the 90 degree turn slightly before IG. The alternative would have been to use heading select until over IG but that would have made successfully making the turn to EKVUT impossible. I had flown this departure once before and LNAV chose to fly over IG but ignored the turn to EKVUT and proceeded to CGO directly. I used Heading on that occasion but it was impossible to get back to EKVUT. I filed a report on that occasion.On this flight (the subject of this report) departure control chastised us for turning early; but I don't think the aircraft; at least at heavy weights; is capable of fully complying with this departure. I'm not aware of what we could have done to fully comply with the SID restrictions.




Synopsis: Air carrier Captain departed SBGR from Runway 27R on the CGO 1A Departure does not believe his aircraft is capable of flying the ninety degree turns required at heavy weights to the satisfaction of ATC.
Date: 202001
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger; Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Once landed and seat belt sign was turned off; I got up from my jumpseat to disarm my door. The R2 door the lights were turned on and I could see the cabin was very hazy and instantly smelt something burning. Called the flight deck. Passengers up to at least row 24 could smell the burning. Two teenage boys said they could smell it on approach; but I did not smell it until we landed. My noses and throat started burning. Three days later and my throat is still irritated.




Synopsis: B737-700 Flight Attendant reported notifying flight crew of haze and burning odor at destination gate arrival.
Date: 201901
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: Taxi
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: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Work Refused
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Sitting on my seat was a completed NOTOC awaiting my signature. Upon review; the aircraft tail number was incorrect. I informed ZZZ OPS of the discrepancy; shredded the numerous forms; and placed them in the trash. At approximately 20 minutes prior to scheduled push time; we received our load close out numbers. At the same exact time; a ramper handed me a NOTOC form to be signed. The two copies of the NOTOC were missing the descriptive information explaining classes; warnings; etc. I told the ramper that I was refusing the DG due to incorrect paperwork. I also informed OPS via the radio. We closed up and departed without incident. During the time I informed OPS of the incorrect tail number and the arrival of the new NOTOC; I quickly refreshed my memory of FOM 12.100 Dangerous Goods. However; had I taken an extra minute to read a bit more in-depth; I would have read the paragraph that describes how to properly reject DG. I would have had the ramper write NOT LOADED on the form and we each would have initialed the form. I will certainly handle this situation differently in the future. First; I won't get all worked up because the ramper signed a NOTOC with incorrect information. Second; I will make more effort to carry the cargo that was presented to me. We had plenty of time to get the correct forms and ensure all protocols were handled. This was a failure on my part. Even though safety was not compromised; I failed at providing leadership to this situation. After 14 years here; with 1 year as Captain; I will strive to do better.




Synopsis: Air carrier Captain reported NOTOC form contained wrong information.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb I began to experience significant engine roughness which would not cease despite multiple efforts. I alerted ATC of the problem and requested a return to my departure airport ZZZ. I received vectors and altitude assignments for the return. With the airport in sight ATC assigned me vectors away from the airport. I thus [requested priority handling] as I wasn't sure the engine would remain running for the vectored route and an assured landing at the airport. I received clearance direct to the airport and landed without incident. I then [advised ATC]. I felt given the circumstances I took the safest approach for my safety and the safety of others.




Synopsis: Bonanza 33 Pilot reported that engine roughness resulted in a return to the departure airport.