elihoole/asrs-aviation-reports huggingface dataset:
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA20 Undifferentiated
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While flying with my 80+ year old; Air Force trained; employer; who was hand flying in the left seat; we entered clouds after takeoff at around 2;000 FT MSL. When assigned a heading of 340 degrees; the pilot flying lost situational awareness requiring my intervention (while climbing; bank exceeded 50 degrees with a nose down pitch of around 10 degrees). Once under control we completed our climbing left turn with a clearance to 8;000 FT. As we approached 8;000 FT we received a frequency change; after I tuned the new frequency and prior to checking on I noticed our altitude bust. We were subsequently cleared to 11;000 FT; where we broke out of clouds on top. The remainder of the flight was uneventful. I've flown with my employer on many occasions; over 9 years; and in various flight conditions without incident; I consider him a good pilot; and was surprised at this unexpected loss of control on this occasion. We have discussed the event; but I'm very embarrassed about our altitude bust; fortunately there was not a resulting traffic conflict; and I would like to thank the Air Traffic Controller for his understanding and professionalism.




Synopsis: A DA-20 First Officer assumed control of the aircraft in IMC after the elderly pilot flying lost situational awareness during a climbing turn and banked in excess of 50 degrees; 10 degrees nose down.
Date: 202008
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)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: We arrived about 20 mins early at the gate; and right after a few of my passengers in first class got off the cleaners were getting on the plane. This is unacceptable; I'm making multiple announcements for passengers to stay seated to help with social distances during this pandemic; all while the cleaners are on getting in the way of passengers getting off. There was no social distance by the cleaners what so ever.




Synopsis: Flight Attendant reported aircraft cleaners got onboard before passengers deplaned affecting social distancing efforts.
Date: 201702
Local time of day: 0001-0600
Location: ZME.ARTCC, TN
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZME
ATC / advisory: Center ZME
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: We were dealing with continuous light and occasional moderate turbulence for most of the flight. ATC kept telling us other altitudes were better (started at FL340); so we tried FL320 and FL300; and eventually FL280. Had the Flight Attendants (FA) seated; seatbelt sign was on; and told the Passengers multiple times to stay seated with seatbelts. Flew .76M for turbulence penetration speed; and had the engine heat on (VMC; but wanted the Ignition on). Many reports of moderate turbulence across southeast; but nothing worse. Finally somewhere east of the MHZ VOR ATC said it would smooth out around MHZ. Instead; about 30 east of MHZ; experienced rapid onset of severe turbulence. Aircraft was on edge of control; and moving violently. Requested immediate change in altitude; was told FL340 was best bet at that point. Started immediate climb. Turbulence was severe for several minutes; all the way from FL280 to FL300. Airspeed deviations of plus and minus 30 knots between FL280 and FL300. Moderate until almost FL340. Once ride was better; checked in with FA's. No one injured; either FA or Passengers. Never exceeded VMO/MMO either; luckily. Aircraft felt normal; continued with descent and approach. By coincidence; both my First Officer and I used to fly [as] Hurricane Hunters. We both felt that this turbulence was the worst (or at least the longest duration of severe) somewhat equivalent to a hurricane penetration.




Synopsis: A320 Captain reported encountering tubulence so severe he compared it to his previous experience in planned hurricane penetration flights.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Boarding
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Other Boarding
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While pax boarding; noticed haze/smoke in forward part of cabin. There was an electrical burning smell from first part of coach to about exit row. Stopped boarding and deplaned those who had boarded. Smell and haze dissipated.


Second narrative: During the boarding process; C Flight Attendant called from the aft; there was a smoky haze that was noticed in the cabin. He stated that there was an 'electrical' smell and told me to hold boarding and wanted to deplane. I held boarding at the door while C Flight Attendant made an announcement to those standing in the aisle to turn around; exit the aircraft and for all seated guests to gather their belongings and exit the aircraft. I notified pilot of the situation. Captain came out of the flight deck to observe; he said it appeared to be condensation from the AC due to the humid conditions outside. CSA Supervisor; came to see what was going on. I explained the situation. Once all passengers [were] off; all flight attendants; Captain; CSA Supervisor walked toward the aft of the aircraft. Myself; D Flight Attendant; C Flight Attendant; B Flight Attendant and CSA Supervisor all smelled an electrical burnt smell between rows 8 and 16. We all felt charging outlets and power boxes for unusual heat. Captain could not smell. Asked First Officer to check; he could not smell. A second security search was conducted. The smell lingered around row 8-10. Mechanics inspected cargo and on the aircraft; nothing found. We briefed on a plan if there were to be an emergency and all agreed that we felt safe to re-board. A passenger seated in row 10 we noticed had a multi charging port. Captain made an announcement re electronics- to let a flight attend know if a device is 'HOT.' Just before safety demo; XXC [passenger] notified us that her plug was feeling hot while charging her phone and offered to not use at all during flight. I notified Captain of XXC. There were no further issues during the flight. Turned out to be a non-event.


Synopsis: Flight attendants reported 'electrical' odor and haze in passenger cabin. Maintenance and pilots inspected aircraft with no definitive results.
Date: 201703
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Airport
Primary problem: Airport

Narrative: Upon clearing Runway; taxing via M1 then M then M2. M has a sight dog leg to the right. I turned the tiller to the right and nothing happened. Jumped on the brakes and nothing happened. We were now headed towards the side of the taxiway as the taxiway veers to the right. I then applied reverse and the airplane slowed and started turning right. I turned right to get on M2 and tested brakes and Nose Wheel Steering (NWS) all seemed fine. The First Officer looked back as I angled the aircraft to see if we had hit a taxi edge light. We could not say for certain but didn't think so. Notified ground that it was a possibility and that that area was very slick. Wrote up for maintenance and meet with mechanics to inspect. Mechanics didn't see any evidence that we hit a taxi light. Called [Duty Manager] to inform company. The temp at the time was way above freezing I think around 45 degrees. It was not ice but deicing fluid on the taxiway that make it slick.


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


Synopsis: B737 flight crew reported that during taxi they lost control of the aircraft due to de-icing fluid on the taxiway.
Date: 201408
Local time of day: 1801-2400
Location: PCT.TRACON, VA
Light: Dusk
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The GRACO controller pointed out Aircraft Y; SW bound descending to 045 with a class B clearance.  He had made the aircraft yellow on my scope much earlier; not near my airspace.  I had turned the tag green; because it was distracting me.  After the point out was made; I kept the track green.  There was a lifeguard helicopter crossing BWI final to runway 28 that required a good amount of my attention; I forgot about the VFR point out.  I descended Aircraft X from 060 to 040.  When I realized Aircraft Y was in close proximity to Aircraft X; I issued a traffic alert and climb.  The pilot stated he had the traffic in sight.  He stated he never received a TCAS advisory.  I should ensure point out aircraft remain yellow on my scope; so I don't forget about them.  With the DC SFRA; many VFR are in the airspace and not receiving services.  They are easy to overlook.




Synopsis: PCT controller reports that he received a point out on an aircraft but turned the data tag to a green color because it was distracting him.  He later gets this aircraft and another too close.
Date: 201208
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; 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 Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: We were on our filed route LAS direct to BCE; then J100 approaching an area of thunderstorms prior to BCE with tops to FL450. We requested a left deviation for weather and were cleared to deviate 'left of course; direct to EKR when able.' We deviated approximately 12 NM left of course to get past the first line of cells. In the vicinity of BCE was another line of cells north of our original course and straight in front of us. We initiated a right turn to avoid those cells; remaining left of our original course line of LAS-BCE-J100. We were still left of our original course and turning toward EKR as we cleared the second line of cells; when SLC Center asked us why we had turned right. We informed them we had been cleared left of course and remained left of our original course the entire time. The Controller indicated that a right turn was not allowed. My understanding was my clearance was to remain left of my original course and that ATC would provide separation for us as long as we did not deviate right of our original course. I was asked to contact SLC Center on arrival; which I did. They informed me the situation would require further review.




Synopsis: An Air carrier had clearance to deviate left of course for weather and direct EKR when able. After clearing the first cell a right turn was made to avoid a second cell; still remaining left of the original course line. ATC informed the crew that they should have received clearance for the right turn.
Date: 201512
Local time of day: 1201-1800
Location: D10.TRACON, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E D10
ATC / advisory: TRACON D10
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on a visual approach to Runway 15 at ADS; approach control called out a primary target that was not communicating with ATC. We were level at 4;000 MSL and primary target was climbing under us. We got a TA at first then a RA requiring a climb. We climbed to 5;000 MSL before the threat disappeared. We advised ATC of our actions and landed without further event.




Synopsis: BE40 Captain reported an NMAC with another aircraft while on a visual approach to ADS.
Date: 201605
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Anomaly: Other Fatigue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: [On this international flight] we complied with the letter of the new FAR on crew rest. The government has now managed to legislate me into a lower level of safety! Only an individual pilot can know what his body responds to and won't respond to. On the ultra-long haul flights I can see how having the flying pilot's break all in the second half makes sense. On mid-level Europe flying it lowers the level of safety. My entire career almost all flying pilots chose the mid break. They got some level of sleep; were back in the cockpit a few hours before landing to thoroughly plan the descent and approach. Now; after being forced by the government to take the last break; you get back to the flight deck just before beginning descent. You don't have adequate time to get ATIS; plan the descent and find hidden gotchas. Same goes for the approach. If you get assigned an approach you're not used to flying you don't have adequate time to plan for it. The big question; 'why don't you have adequate time'? The reason we all chose the mid breaks before is when your body is already sleep deprived  from multiple overseas trips per month; it takes much longer than normal to fully wake and get your head back in the game. I've watched many of my co-pilots (and myself) over the years and we tend to be sluggish and lethargic for a longer period of time than you might think. On [this] flight I found myself reacting to the situation. My mind is normally three miles ahead of the aircraft; in this case it was all I could do to keep up.Earlier this month I [flew another international flight] with a new hire on his first day in the airplane. The other first officer was on his fifth day in the airplane! I really needed to have my approach and descent well planned out since I would also be in teaching mode with my new pilots. [The destination airport] can be very difficult if you don't manage your energy level perfectly as they often give you a direct that cuts a few miles off the approach. If you have not managed your energy; you will find yourself high and fast rolling out on a short final. This leads to an unstable approach. I found it more difficult to stay ahead of the aircraft and perform to the level that I expect of myself than before the FAA mandated a rest break that my body doesn't adapt to.




Synopsis: B767 international Captain reported he felt less rested and therefore less safe following the FAA mandated international rest break schedule.
Date: 201702
Local time of day: 0001-0600
Location: CHO.Airport, VA
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were approaching CHO runway 3 from the north in right traffic. We had briefed that there was a mountain ridge 4000' (according to the 10-7 page) to the west of the airport and that right traffic would be more appropriate. The MSA to the Northwest was 4900' and to the Southeast was 2000' of Gordonsville VOR. We were cleared for the visual approach and to broadcast on advisory since tower was closed. We were downwind descending midfield to 2600' thinking we were appropriately clear of the terrain and the 1796' tower located on the downwind. As we were about to turn base; we were noticing the sector height turning yellow at 025. Then we received a 'TERRAIN' AURAL CAUTION EGPWS and took appropriate evasive action climbing to 3000 feet.The main threat is the tower on downwind and the canted MSA line for terrain based on GVE VOR which is further south and east of the field. We were attempting to stay safe and get configured early outside the SIPME final approach fix as appropriate to have a stabilized approach. We chose right downwind to safely avoid the 4000' mountain ridge 10 miles west of the field mentioned in the 10-7 page. Secondarily; it was late in the day and we were approaching 12 hours of duty. I think the error is that we missed that MSA location maybe assuming it to be further north and centered on the field. The UAS is definitely that the EGPWS caution parameters were set off based on our altitude near terrain and/or manmade obstacle in the downwind. A great deal was learned from this event. Fortunately it wasn't a more extreme EGPWS WARNING; but a UAS nonetheless. We need to be better at Situational Awareness in terrain at night by planning better and having a better idea of the location of the navaid that the MSA is based on. Here it was further south than we thought. At night; as we do in a place like AVL; we should be on a segment of the ILS possibly at this location before accepting the visual. We got into the visual approach mindset and thought we were safely approaching. We need to pay more attention on these clear nights when these threats are present so as to avoid this UAS.


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


Synopsis: Air Carrier crew reported they received a TERRAIN warning on a night visual approach to runway 3 CHO. Crew reported climbing and made a successful landing.