elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Distraction
Second reporter function: Instructor
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Landing
Contributing factors: Airport; Human Factors; Weather
Primary problem: Weather

Narrative: I was coming back from the third leg of my solo cross-country. I was in the left traffic pattern. All the way down on final I was correcting for the crosswind to land straight in. However; once I landed there was a sudden strong gust and the airplane started turning to the left and I could not correct without upsetting the airplane. I ran into the grass on the left side of the runway near a taxiway and shut down the engine. I informed the tower and they sent out help. Flaps were set at 20 degrees for the approach to maintain better roll control.


Second narrative: Student failed to correct for crosswind gust on roll out from landing. Resulted in airplane exiting the runway into the grass.


Synopsis: Student pilot and instructor reported the aircraft exited the runway into the grass due to crosswind.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
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
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Captain tried three times for radio call due to increased; now moderate turbulence at FL280. Captain managed to simulcast each time with either other aircraft or the controller. On fourth call; we heard this from Center's male (aged-sounding) controller: 'You tried to call four times. That's why I ignored you. All altitudes light chop.' Well; obviously not. That's why we called; you unprofessional amateur. Maybe you need to retire or need some retraining on the commonly used call of 'standby.' Pretty fricking simple call that saves a lot of people on that frequency time and gives us a better idea when the people behind us will be free of the potential bodily-damage zone. This controller needs an attitude adjustment and is fortunate I was not on the radio to deliver it instantly. Pathetic. For the controller: We don't ask for different altitudes to explore previously unknown airspace; 'to boldly go where no one has gone before...'. We do it because we have coworkers behind us who are in the most injured group in the industry. Oh; did you bump your desk last week? Get hauled from your building in an ambulance with a compound paper cut? Tragic. Why? Controller needed a nap? Controller needs retirement? Controller needs to realize why his job exists - to help pilots.




Synopsis: Pilot reported problem with Controller not responding to calls.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight attendant's 1 thru 4 detected strong musty chemical smell upon final approach into ZZZ which continued through customer deplaning and while cabin cleaners were onboard aircraft. Pilots also detected the odor in the cockpit once we parked at the gate and cockpit door was open. They called Maintenance and followed their SOP's. The aircraft was cleared to return to ZZZ1. Upon final approach into ZZZ1; the same odor appeared again. It was present during deplaning in ZZZ1.




Synopsis: A321 Flight Attendant reported 'a strong musty chemical odor' during final approach.
Date: 202102
Flight conditions: IMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
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: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: FL350 we encountered severe turbulence in IMC. Momentary loss of control led to course and altitude deviations about 30 degrees and 500 ft. We likely entered the tops of building convection not seen on radar. Given the scenario it would be tough to identify how we could have avoided the turbulence. A more thorough preflight weather briefing and communication with Dispatch and ATC could have possibly helped.




Synopsis: Embraer first officer reported altitude and heading deviations caused by unanticipated turbulence.
Date: 201202
Location: TPA.Airport, FL
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Other Unknown
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: TPA Commercial charts 21-1A (for CAT II) and both 21-1B have the same DH for radar (155 FT); but the barometric altitude is different.  I'm thinking one of the charts is wrong by about 50 FT and should be corrected.




Synopsis: Air Carrier Captain believes TPA Commercial charts 21-1A (for CAT II) and 21-1B have the same DH for radar (155 FT); but the barometric altitude is different.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction
Second reporter function: Single Pilot
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was cleared to land Runway XYR. Aircraft Y called for departure. The call came out of the speaker so I check to see which freq he was on. Local east and west were combined. He was on Local east freq. I cleared Aircraft Y for takeoff on Runway XYL with a right turn. Aircraft Y read the clearance back correctly. I cleared another aircraft to land. I noticed Aircraft Y was turning on to Runway XYR. Aircraft X was on landing roll. I thought it was better to let Aircraft Y continue the departure than stop the aircraft on the runway. Aircraft X exited the runway. Aircraft Y was given the brasher/twr phone number and later switched to correct freq.


Second narrative: I was landing with full clearance on runway XYR; just after touchdown to my surprise I see an aircraft enter XYR; and proceed to take off. At this point my nose wheel was just touching down; I had not yet applied any brakes when I first see this aircraft taxi directly in front of me. I slammed on the brakes and veer hard to the left; while calling Tower to ask if the aircraft departing on XYR is cleared to do so. ATC replies; no it is not; please exit runway. Regarding the distance between myself and the departing aircraft; I don't know for sure; close enough to shake me up for sure.


Synopsis: Aircraft was cleared for takeoff on left runway; but took right runway instead as another aircraft was touching down on the same runway.
Date: 201407
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Weather elements / visibility: Clear; 10
Aircraft: Skyhawk 172/Cutlass 172
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Government
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Enroute IFR over ZZZ when engine stopped. Turned back to ZZZ1 and declared emergency.  After establishing best glide; ran emergency checklist.  Found fuel selector on right tank.  The right fuel gage showed 1/8 to 1/4 tank.  Placed fuel selector on both and engine restarted.  Advised ATC that engine restarted.  They asked if I wanted to continue the flight or land at ZZZ1.  I elected to land at ZZZ1.




Synopsis: When the engine of his C172 failed enroute on a ferry flight the pilot initially declared an emergency and configured the aircraft for an emergency landing.  He then noted that the fuel selector was on an empty or near empty tank.  When he selected both the engine restarted.
Date: 201407
Location: RDU.Airport, NC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C RDU
ATC / advisory: Tower RDU
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: ATC Issue All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was cleared for a visual approach to Runway 5R at RDU and was told to contact the Tower by the Approach Controller. While no one had recently landed on Runway 5R; there were continuous operations into Runway 5L including a B737 which landed approximately 4 minutes ahead of me and a MD-80 series jet which was adjacent to me when the incident occurred. I was directly on the glideslope for the ILS approximately 1;000 FT AGL when there were a brief couple bumps of moderate turbulence followed about 3 seconds later by several waves of severe turbulence which caused an uncommanded bank of my plane to about 50 degrees right bank. I immediately inputted full left aileron which had no effect as the plane continued to develop increasing bank angle. Then; the turbulence stopped and I was able to recover the plane without further incident. The whole incident probably lasted about 10 seconds. I subsequently landed without incident. I did advise the Tower of the incident after I landed who commented that he was surprised as the preceding planes 'didn't appear high.' I have landed at RDU dozens of times and never experienced anything like this. On a calm night with almost no wind; I can only assume it was wake turbulence but I was surprised to encounter it 1;000 FT in the air from a plane using a parallel runway separated laterally by almost 3;500 FT from the approach I was using. I'm convinced that if it had been much more severe; I may have become inverted and entered an unrecoverable spin.I have never heard a Controller at this airport call a 'caution wake turbulence' warning when a heavy plane is landing on the parallel runway but this experience suggests it is probably warranted in certain situations. It has made me realize that it is probably a good idea for me to always fly a dot or two above the regular glideslope to try to avoid running into similar encounters in the future. I don't think other pilots of small airplanes at RDU routinely do this but it would probably be well advised at any airport with parallel approaches and big planes on the other approach.




Synopsis: C172 pilot reported wake turbulence encounter on approach to RDU from a B737 landing on the parallel runway which resulted in an uncommanded 50-degree bank.
Date: 201905
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Toxic smell in aircraft and bad reactions to odor. Toxic smell was like burning plastic or electrical wires; smell [was] coming mainly out of air vents. Noticed smell before top of descent. Smell was strongest from about row 29 to aft galley; with strongest smell in aft galley. Was asked to smell several locations and also smell the air out of the vents to try to isolate locations where the smell was coming from. Some passengers could also smell the odor. Smell caused symptoms for me such as; headache; saying weird things 'throw your purse underneath the table in front of you' when asking a passenger to stow bag under the seat. Or; 'there's an odor in the smell' when a passenger asked what was going on. Pilots started smelling in flight deck too but was hooked up to oxygen. Decided to do land. Descent was very fast. Made ears hurt really bad; plug up and ring. Also felt short of breath during descent. After landing; left ear was very plugged and could barely hear out of it. After landing and deplaning and speeding with medics/officers; Supervisor met us. Supervisor mentioned the aircraft looked foggy inside when he was coming in. Supervisor had us fill out papers and call [medical support]; which they found us a hospital to be seen at about an hour later. Supervisor went to emergency room with us. We had several tests done after midnight. We were finally release from hospital.




Synopsis: Flight Attendant crew reported smells like burning plastic fumes in passenger cabin as well as experiencing health issues. Flight Attendant crew was medically evaluated by after landing.
Date: 201307
Local time of day: 0601-1200
Location: MKE.Airport, WI
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Other Rejected Takeoff
ATC / advisory: Tower MKE
Aircraft component: Air Data Computer
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FO PFD Displayed a red X on the ALT tape at 56 KTS. We aborted takeoff on runway; returned to the gate and called Maintenance. Everything was handled per SOP. ADC malfunctioned during takeoff roll.




Synopsis: EMB145 First Officer reports a rejected takeoff due to a red X on the altitude tape at 56 KTS.
Date: 201311
Local time of day: 1801-2400
Location: ATL.Airport, GA
Flight conditions: IMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E A80
ATC / advisory: TRACON A80
Aircraft component: FMS/FMC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction; Confusion; Communication Breakdown; Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight

Narrative: At ERLIN we were switched to Approach. We had briefed the Runway 8L ILS PRM approach well back before descent. Once on approach inside ERLIN; we were issued the Runway 9R ILS PRM with transition...We went to set the FMS up for this and brief it and got toward KOLTT and hadn't yet executed the arrival properly because we couldn't get all the waypoints in the approach. There were two similar discontinuities in the waypoint sets and we had to go back and forth a few times to set the right one in place. By the time we had this figured out; we were east of course between KOLTT and NAVVY by full deflection. We turned back on [course] once we got it figured out and were not queried by Approach. The approach and landing continued without further incident.We set up for Runway 8L and didn't anticipate the possibility of receiving Runway 9R as an approach. Thus; we let our guards down. We need to manage that better by anticipating the possibility of not getting the approach we expect and have it ready in our minds.Anticipate and brief it so we are familiar. Know that there will be multiple discontinuities in the setup AFTER an approach is already executed.


Second narrative: It was night; last day of a 4 day trip; last leg of a 5 leg day. Tired; and ready to go home. The main threat was the time we were given to get everything in. Once we received Runway 9R we were very busy trying to get it correctly loaded. At this same time we were given a descent to 9;000 FT from 12;000 FT. So we were in a descent and trying to load it up. We had probably 1-2 minutes to get it in before KOLTT. Unfortunately with the discontinuity and confusion over fixing the continuity the first time we flew pass our proper course while in the turn to NAVVY.


Synopsis: ATC assigned the ATL Runway 9L KOLTT RNAV after the crew briefed the Runway 8L ERLIN RNAV and during the descent to 9;000 FT a track deviation occurred while the crew hurriedly entered the FMS arrival change which generated numerous route discontinuities.
Date: 201910
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; MEL; Procedure
Primary problem: MEL

Narrative: There was a [Deferred Maintenance Item] for the aircraft weight and balance system. During preflight; my FO (First Officer) noted that there was no expanded green band in the CG window. The FMC called for a stab trim setting of 3.6. It was in the green band; but very close to the edge of the green band in the CG window.During takeoff; sometime after 80 kts.; I saw the STAB CONFIG warning message; which I ignored. Shortly after that; I heard the Audible Warning; along with the Warning Light. I rejected. We stopped a long way from the end of the runway. We did not recall the speed at the time of the reject. Tower called us and asked if we needed assistance. We told him that we didn't; and that we were taxiing back to the blocks. After clearing the runway; we looked up the Brake Heating chart and estimated that we were in the Caution Zone. I taxied slowly; and used the brakes as little as practical. One wheel went up to a heat index of 5; and we got the BRAKE TEMP EICAS message and ran the checklist. During the taxi in; that wheel went down to a 4; and it was at a 3 when we blocked in.During taxi in; we noted that the FMC was now calling for a stab trim setting of 4.5. After blocking in; while talking to the Duty Pilot; I told him about the FMC stab trim change; from 3.6 during preflight; to 4.5 while taxiing in. He said that he had heard of this before. He asked us to run the performance again; and the FMC displayed a stab trim setting of 4.5.After blocking back in; I called the Dispatcher and told him that with my rest before the flight; the late hour of the flight; and my stress level after the reject; which I would be needing to go back to the hotel and rest before further duty. I ended up calling fatigued after we were done working with Maintenance on our aircraft anomaly.Fix the aircraft weight and balance system; instead of delaying the Maintenance item by putting it on a [Deferred Maintenance Item] status; or load the plane so it is not close to the edge of the CG range.




Synopsis: B747 Captain reported a rejected takeoff when the STAB CONFIG warning message appeared.