elihoole/asrs-aviation-reports huggingface dataset:
Date: 201412
Local time of day: 0601-1200
Location: ZID.ARTCC, IN
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: At cruise flight; the Captain and I experienced an uncommanded descent and an uncommande altitude deviation of 600 FT from FL320 to FL314.  This altitude loss of 600 FT occurred (by my estimation) in less than 10 seconds. This event occurred so quickly that the Pilot Flying (Captain) had his hands on the controls; and he was attempting to correct the loss well before the 600 FT deviation took place by disengaging the autopilot to arrest the descent.  I attempted to assist the Captain between 400 FT and 500 FT of altitude deviation and I noted a rather strong nose down force present by how heavy the control wheel felt.  It appeared as though the autopilot had trimmed the aircraft nose low during cruise and then simply quit working.  It was also evidenced during the altitude recovery accomplished by the Captain that he had to input a fair amount of nose-up trim.Initially; I had assumed that the autopilot had entered into the Control Wheel Steering mode.  However; 32;000 FT was visible in the Altitude window of the MCP; and no changes or inputs had been made by either the PF or me (the PNF/PM). Shortly after this event took place; Center queried us regarding the altitude deviation.  In the heat of the moment I responded to the Center Controller that; 'We've just experienced an UNSCHEDULED descent'.  What I meant to say was; 'we've just experienced an UNCOMMANDED descent'. The Center Controller working our flight was helpful and asked us if we were in trouble and in need of further attention.  I explained that we had recovered the lost altitude by returning to FL320. An aircraft logbook entry was made regarding the nature and circumstance of this event; and the aircraft was met by Maintenance.  Absolute vigilance. Even during a low workload environment such as cruise flight.  This event has been somewhat unsettling to me.  In several thousand hours of flight time; I have NEVER experienced an uncommanded flight deviation of this nature outside of windshear.




Synopsis: B737-300 First Officer experiences a sudden pitch down at FL320 with the Captain flying. When the autopilot disengages great effort is required to arrest the descent at FL314 along with substantial nose up trim.
Date: 202102
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Other unknown
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Troubleshooting
Anomaly: ATC Issue All Types; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: After departure from ZZZZ [Airport]; while enroute; ZZZ Center announced a closure from XA:Y0z-XC:Y0z. The NOTAM announcing the closure did provide routing through ZZZ Center during the closure. Flight AB approached the northern border of ZZZ Center at XB:Y0z and was placed into holding to allow 10 nm of separation between aircraft in a non-radar environment. Flight AB was informed to expect further clearance at XA:X0Z. Because the closure was not known at the time Dispatch prepared the release; the additional fuel needed was not planned.  Flight AB was released with 17 min RPF fuel and no contingency fuel. The Captain called Dispatch on SATCOM at XB:Y5z and briefed the enroute delay. Captain was not comfortable delaying until XA:X0Z and diverted into ZZZ [Airport].   ATC Center COVID cleanings come with relatively short notice i.e.; no more than 6 hours. For lengthy flights such as this one; additional contingency fuel even with excellent destination weather would have provided more options.




Synopsis: Dispatcher reported the information regarding an ATC Zero event was not received in time to change the aircraft's fuel load and prevent a diversion.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Aircraft; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Pre-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I planned to reposition my 85-hp Piper Cub from its t-hangar at the south end of [the] airport to [another hangar] on the airport. I had installed a tie-down ring sunk in a concrete pad outside the t-hangar. After pre-flighting the Cub; I secured the tail using a heavy duty nylon rope and 2 carabiners (one attached to the tie-down ring; the other to the tailwheel assembly). I primed the engine; pulled the prop through several times; cracked the throttle and turned the magneto switch to 'both.' There was no one at the controls. The engine caught on the first pull and the Cub surged forward; the tail attach point failed and the carabiner and rope were torn loose. I ran back and grabbed the right wing strut; trying to reach the throttle; but the airplane pulled me forward out onto a large hard-surface ramp. I hung on; trying to reach the throttle. My weight on the strut caused the tailwheel to caster and the airplane rotated clockwise with me hanging on; trying to reach the throttle. As it picked up speed in the rotation I was losing my grip and; after several 360's; when I thought it was 'aimed' in a direction that would cause the least damage; I had to let go. By now I was being dragged over the asphalt on my heels (my shoes had come off) and my 'butt.' The airplane impacted the edge of a t-hangar and a Cessna 150 tied down in the grass next to the hangar. There was damage to the right wingtip of the Cessna and considerable damage to the Cub - left wing; fuselage; propeller and sudden engine stoppage.




Synopsis: J-3 Cub pilot reported the aircraft was damaged after breaking loose from its tie-downs following an empty-cockpit hand-prop start.
Date: 201704
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X departed VFR and called me airborne for his IFR clearance. He filed a good route but I needed to amend his altitude from 10000 feet to 13000 feet for the MEA (Minimum Enroute Altitude). He was filed ALS-V368. I cleared him as filed but amended his altitude to 13000 feet.I would pick him up on radar at the western edge of my airspace so I made sure to have him report level at 13000 feet. I also asked for a report passing WAPRE intersection but he said he couldn't find the fix so I thought maybe he was already past it. I then told him to report 35 miles southwest of ALS and I asked him for his current location so I knew where he was on V368. I think he reported 25 miles from ALS. I coordinated with the next sector and told them he would contact them at the boundary.The pilot reported level at 13000 and a couple minutes later he asked if that was a good altitude for his location. I informed him that the MEA on V368 was 13000 and it was a good altitude. The question concerned me so I verified he was on V368. He said negative we are direct DRO VOR. Based off of his distance from ALS and the direction to DRO I estimated he was right in a 15300 foot MIA (Minimum IFR Altitude). I told him about the MIA and gave him a low altitude alert. I got him on radar a minute or 2 later and he was right in the center of the 15300 foot MIA. I asked him if he could provide his own terrain and obstruction avoidance through 15300 feet and climbed him to 16000 feet.I changed his route to direct DRO direct GCN. I coordinated again with sector 36 and tried to quickly explain the situation. I then questioned the pilot about the confusion. He thought he filed direct DRO and not the route I had in the system. He apologized and realized he made a mistake. It's just a good thing it was VFR.




Synopsis: ZDV Center Controller reported an aircraft was cleared 'as filed' yet it departed on a different route and was below the MIA.
Date: 201811
Local time of day: 1801-2400
Location: SKED.ARTCC, FO
Flight conditions: IMC
Light: Daylight
Aircraft: B777-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Human-Machine Interface
Second reporter function: Captain
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA; Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was Pilot Flying in left seat. We were on our flight planned route flying south bound at 33;000 feet at Mach .84 with a 1 mile right offset. I had relieved the Captain 5 minutes before the event. The Captain had requested climb from ATC from 33;000 feet to 35;000 feet and was told to stand by before departing flight deck. ATC cleared us to 'climb and maintain FL350.' After the First Officer confirmed clearance with ATC I set 35;000 in altitude window; confirmed '350' with the First Officer and selected the new altitude. The aircraft commenced climb on autopilot and approaching 33;500 feet we received a TCAS traffic advisory followed immediately by TCAS resolution advisory 'DESCEND; DESCEND NOW.' I disengaged autopilot and leveled airplane momentarily before starting descent.After several seconds and barely 100 feet of descent the conflict resolved as the other aircraft passed behind us at 34;000 feet. After re-engaging autopilot and commencing climb to 35;000 feet we heard the other aircraft query ATC about traffic. The First Officer asked ATC to confirm that they cleared us to 35;000 feet which ATC confirmed by saying 'correct.' ATC had no comment regarding traffic conflict. We never acquired the other aircraft visually as we were in IMC. This event occurred because ATC cleared us to climb from 33;000 feet to 35;000 feet with opposing traffic in close proximity at 34;000 feet.


Second narrative: [Narrative contained no additional information.]


Synopsis: B777 flight crew reported a traffic advisory for converging traffic while in cruise.
Date: 201905
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: VMC flight ZZZ1 to SFO. Very busy arrival with runway change to 28R. Numerous headings airspeed and altitude changes on downwind. On RWY 28R in trail of 777. This was no factor. We were paired up with a heavy Airbus who was landing on 28L. Assigned speed 180 kts and heavy airplane was ahead of our aircraft. Winds 250/10 kts put that aircraft's wake turbulence directly on our path. Mitigated by flying high on the approach but still got some turbulence on final. Landing made in first 3000 ft of runway available.




Synopsis: A319 First Officer reported encountering wake turbulence on final approach into SFO from an Airbus on the parallel runway.
Date: 201704
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [Operations were] uneventful until shortly after reaching cruise altitude. Meteorological conditions were clear skies and night. Noted that the right engine [oil quantity] was indicating two quarts lower since takeoff and the engine vibration indication on secondary EICAS display was slowly creeping upward toward 2.0. Pointed out my observation to the First Officer (FO) and asked him to consult the Quick Reference Handbook (QRH). About the same time he located a procedure; the vibration indicator (right engine) turned amber. Ran the ENGINE VIBRATION checklist. Made two slight power reductions which seemed to stabilize the vibration for a time but each time [vibration levels] began slowly creeping toward the amber limit. At this point; I asked the FO to contact our dispatcher. I gave the dispatcher a quick brief on our situation and noted that if I ended up retarding the thrust lever to idle with vibration remaining in the amber band; the checklist called for the ENGINE FAILURE/SHUTDOWN procedure. Dispatcher and I agreed a diversion to [a nearby airport] might be prudent. Made the quick coordination with Air Traffic Control; descended normally and landed uneventfully. Engine vibration indications were normal (no amber alert) for the balance of flight. Both thrust levers were at idle for most of the descent.




Synopsis: B757-200 Captain reported diverting to a nearby alternate airport after experiencing high vibration levels in the right engine.
Date: 201409
Local time of day: 1201-1800
Location: BTV.Airport, VT
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class C BTV
ATC / advisory: Tower BTV
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was practicing touch-n-gos early afternoon; flying solo. After a handful of power-off 180 accuracy landings; the tower requested that I extend my down wind for landing traffic on [an intersecting runway]. At this point; I decided I should setup to practice a short field landing (since I was not authorized for a short approach). For some reason; and I don't have an exact reason; I did not ever put the gear down. The tower had to tell me to go around. I don't recall exactly how close it was. It was close enough to provoke a fair amount of anxiety and embarrassment. The descent was arrested before I descended below 50 feet. I may have been thinking that I did not want to drag the gear around for an extended downwind. That's really just a guess. One cause of the problem was certainly poor and inadequate instruction. We know we should have a consistent procedure in place that is simple and yet rigorous to account for distracted moments and outright errors. Lip service is paid to this all too often; though. Nobody seems to know how ensure that checks for the flags; engine; and gear are efficiently worked into the approach at all the points they are needed. So; apart from being forgetful; it really is an instruction issue in this case. My new procedure will be to check these things at every leg in the pattern. Possibly also; always check airspeed and consider gear position before adjusting flaps.




Synopsis: PA-28 commercial rated pilot reported forgetting to extend the landing gear during approach after being asked by the Tower to extend the downwind for traffic on an intersecting runway. The Tower Controller detected that the gear is up at a low altitude and issued a go around. Poor and inadequate instruction was cited as a factor in the incident.
Date: 201904
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: Flight Crew Returned To Gate; General Physical Injury / Incapacitation; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Before boarding flight; the cabin crew was informed of the maintenance issue so we were delayed over an hour. In the midst of Maintenance trying to fix the problem; there was a shift change in Maintenance. The cabin crew was informed that one of the engines had an ignition problem. After we thought the issue was fixed; we boarded and taxied out. I; Flight Attendant 2 and customers in rear cabin noticed a strong fuel odor that shortly permeated the cabin; causing me to feel ill! Flight Attendant 4 started feeling ill as well. I called the Captain immediately and we taxied back to the gate. Some of the passengers started getting disturbed and angry! Some passengers stated that they will file a complaint! After putting on a new part; we departed and shortly thereafter; a first class passenger passed out in the lavatory. He did refuse medical attention and stated that he didn't know what happened and didn't think it was from the fuel odor; but wasn't sure. I felt nauseous the rest of the evening and had only 3 hours of rest. The Agent and Manager did not handle the situation appropriately when we returned to the gate by not letting passengers deplane to get fresh air. [They did not] act concerned about the situation; only about just closing the door as soon as possible. [They were] not even concerned when I stated I felt sick. There was a lot of unprofessional decisions that night and safety was definitely not a first priority from Maintenance to ground personnel. The pilots were close to timing out; so I am sure their fatigue was part of bad decision making. Communication and safety needs to take first priority! My safety; I feel; as well as the passengers; was not even a concern and caused me to feel very uncomfortable and disturbed.




Synopsis: A321 Flight Attendant reported strong fuel odor permeated passenger cabin on taxi out. Captain was notified resulting in gate return.
Date: 201402
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 3
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Object; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Object; Inflight Event / Encounter VFR In IMC
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While on a VFR flight; I decreased altitude to maintain visual conditions and inadvertently lost visual contact with the ground for a couple of seconds as I entered a low cloud. I brushed the left wing on a tree or brush top before I was able to ascend and enter visual conditions. I returned back to ZZZ and landed uneventfully. Once back in my hangar; I noticed a few dents on the bottom side of the left outboard section of the wing and a slight bend in 1 prop blade. There was no damage to any other property or injury to any others and no injury to me. The incident occurred in a remote location.




Synopsis: M20 pilot reports inadvertently entering IMC on a VFR flight at low altitude and contacting trees or brush with his left wing before climbing to VMC. Dents in the left wing and a damaged propeller blade are detected on post flight.