elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 1201-1800
Location: PBI.Airport, FL
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: Citation Excel (C560XL)
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E PBI
ATC / advisory: TRACON PBI
Second aircraft: B737-800
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control; 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; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: While on approach into PBI; we were at 7000 FT MSL and given a clearance to cross GULLO at 3000 FT. As we started the descent; we hit turbulence; then rolled hard to the right. The autopilot disconnected. I took [the] controls and started to level the aircraft when a second wave hit us harder and pitched the plane down and rolled hard right to about 45-60 degrees wing down. I tried to level the aircraft but it wouldn't roll back level. I tried to climb above the wake turbulence. After using excessive control I got the plane to roll level and climbed back to 7000 FT from about 6600 FT. We lost about 400 feet during the encounter. We asked ATC and they said we were 7 miles behind a 737-800. We took a vector out of the turbulence area and returned to another attempt to the approach.


Second narrative: Descending on the WLACE4 arrival into PBI just about to GULLO we encountered severe wake turbulence from aircraft in front of us. This resulted in a 45-60 degree right roll and nose down pitch attitude. Pilot flying was fighting aircraft to return to level flight. Passengers were in seat belts and were ok but scared. After recovering to level flight after 300 FT altitude loss I queried ATC as to climb back up to 7000 FT and reported the wake turbulence. [Controller gave] us a spacing vector and continued on arrival to 10L. She said it was a 737-800 seven miles ahead. Landed safe and wrote up airplane to be inspected.


Synopsis: CE-560XLS flight crew reported encountering severe wake turbulence on arrival into PBI 7 miles in trail of a B737-800.
Date: 201402
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [As we were] descending for landing while IMC; Approach had just started talking to X; a VFR aircraft with no transponder. The VFR aircraft told ATC they were at 3;000 MSL. We were about to level off at 3;000 FT and broke out of the cloud base at around 3;100 FT. Just then we saw the VFR aircraft at our two o'clock; 1/2 mile co-altitude moving away on a northeast heading; we were headed west. The VFR aircraft told TRACON that a 'Boeing just went by.'The VFR aircraft was just below the cloud base by only a small amount. We told Tower that we had a near mid-air and would file a report.


Second narrative: We were IMC until leveling at 3;000 FT. As we came out of the clouds we saw a Cessna at our two o'clock and 1/2 mile at our altitude. We never received a TCAS Alert. The plane known as Jump 1 had just began to communicate with Approach to let him know he had jumpers and no TCAS.


Synopsis: An arriving IFR Air Carrier just exiting IMC suffered a close encounter with a VFR Cessna flying immediately below the cloud cover.
Date: 201512
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Aero Commander 695
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: While in cruise westbound at FL260; briefly transiting [foreign] airspace; a single turbulence bump was encountered and the pilot's headset impacted the overhead switch array. Simultaneously both radio bus fail lights illuminated; and GPS/NAV/COM/Transponders were without power. We were in VFR conditions at the time; had just passed the ZZZ airport which was clearly in sight; and we attempted to restore power to the radio busses; including resetting the overhead switches; cycling battery power off and on; pulling all load from the busses and attempting to reset the busses or tie and crossfeed the busses with no load devices attached. We maintained VFR and turned on a handheld VHF transceiver and had intermittent COM with [foreign] Center; transmitting in the blind that we had lost electrical power and would be descending. We circled the area while troubleshooting; achieved contact with ZZZ Tower; asked them to advise [Foreign] Center we were OK; that our intention was to proceed VFR to ZZZ2 and land there; but again COMS with the handheld were somewhat intermittent. We proceeded VFR at about 6;300 feet near ZZZ1 and were able to achieve good COMS with their tower; explained the situation; that we were OK and able to fly normally and asked them to advise ZZZ2 tower we were inbound. We transitioned COMS to ZZZ2 routinely; entered the VFR pattern and landed safely.On the ground after shutdown the radio busses fully recovered and we were unable to recreate the dual bus failure. After much testing we continued our flight; with the pilot's seat rolled back enroute to prevent the possibility of any recurrence of the headset strike on the overhead; and kept breakers pulled on certain non-essential high current equipment (HF radio; etc). The overhead switches will shortly be checked at an appropriate maintenance facility.We believe we handled the situation to the best of our ability; with primary focus on maintaining flight control of the aircraft; secondary focus investigating recovery from the fault; communicating to the best of our ability with ATC on backup equipment; and electing to land promptly in VFR conditions on US territory.




Synopsis: AC695 pilot reported losing much of his electrical power after bumping his head on the overhead panel in turbulence.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.ARTCC, 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: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Training / Qualification; Workload; Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: At FL320 I noticed that the Number 2 engine oil quantity was dropping quickly and was at 30 percent. I notified the Captain who decided to divert. On approach to Runway 18 we flew through the Class D airspace at greater than the speed limit of 200 knots. I let Approach know that we would be doing this and they said that it would be fine. We had declared an emergency.


Second narrative: This report contains no additional information.


Synopsis: A B737 Crew declared an emergency and diverted after the Number 2 engine oil was discovered at 30 percent and decreasing.
Date: 201212
Local time of day: 1201-1800
Location: APA.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 425/441 Conquest I/Conquest II
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D APA
ATC / advisory: Tower APA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was doing practice approaches (ILS; 35R) at APA. During the 3rd or 4th approach; I heard another aircraft on frequency; also doing the approach; just ahead of me. While my safety pilot and I were searching for that traffic; just prior to the MAP; I looked up just in time to see an aircraft departing 17L; directly toward us.Rather than execute the missed approach right in front of him; and across his route of flight; I elected to extend the approach and go missed behind (rather than in front of) him. In doing so; I was criticized by the Tower (who had cleared the aircraft to take-off into us) for not going missed sooner (perhaps; 2;000 FT sooner). The Tower also criticized the other aircraft for not turning out sooner.I'm not sure that either aircraft did anything questionable (Query: the Tower; however). I know that my action was taken; in what I thought to be; in the interest of aviation safety ('see and avoid'); first. While; normally; I can look and find that I might have done things differently; in this instance I believe that the Tower should either (1) not have cleared the other aircraft to take-off directly into approaching traffic; or; (2) should have done so with greater separation.




Synopsis: C425 pilot doing practice ILS approaches to Runway 35R at APA reports NMAC with another aircraft departing Runway 17L with Tower clearance to do so.
Date: 201702
Location: ZZZ.Airport, US
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); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing a gate agent met the aircraft. He wanted to board as soon as the passengers from the previous flight were deplaned and he cleaned and removed trash himself while the passengers were still deplaning. I asked for the preliminary paperwork prior to boarding. He started boarding and halfway through boarding he gave me the paperwork I asked for. On the paperwork it showed that we had two Armed Individuals and 1 escorted prisoner. I also knew that we had two Air Marshals (FAMS) on board since the two that were on the flight were on the previous flight that we just brought in. They moved seats but I recognized each of them as did my flying partner. After everyone was boarded he came on board to give me the final paperwork and informed me that he didn't inform the flight deck nor the flight attendants of the armed individuals; the FAMS (2) and the escorted prisoner. He said something around the lines of 'my bad my bad that's my fault I told the marshals but not you guys.' I said that it's very serious since we need to know who's on board the airplane. The first officer asked me if the gate agent told us; the flight attendants about the above and I explained to him; no. I am not writing this up for the gate agent to be reprimanded. But rather I'm doing this because this was a major security issue and I feel that [the company] and the appropriate parties need to know to ensure this does not happen again.




Synopsis: Air carrier Flight Attendant reported being rushed by the Gate Agent and not being informed about Air Marshals and an escorted prisoner before boarding.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Piper Single Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness
Second reporter function: Pilot Flying
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other During Landing Rollout
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Piper PA-12 (tailwheel) airplane. I was seated in rear seat and pilot flying was seated in front seat. After landing on Runway XXL and all three tires on pavement; aircraft started to veer rightward off runway. Pilot corrected left; resulting in a wide left turn and the aircraft exited the runway perpendicular to the runway centerline and continued off into the grass; coming to a stop.


Second narrative: I was flying front seat in a PA-12 for a 30 minute familiarization flight.  [Other pilot] was in the backseat. I made a straight-in visual approach to RWY XXL at ZZZ. Landing was uneventful. During roll out; the aircraft turned away from centerline to the right. Rudder control forces were different from mine; and I over-corrected to the left. The aircraft left the runway on the left side and rolled down a hill; coming to an upright stop in tall grass. We reported to Tower immediately that no one was hurt; and the aircraft was OK. Vehicles came out to inspect; take reports (airport; FSDO (Flight Standards District Office); Sheriff; fire) and pull us back to the runway for start-up and taxi back to the hangar. Both pilots were fine. Maintenance inspection revealed only cosmetic damage to the underside of the aircraft. With all requirements met; no claims are being processed.


Synopsis: Pilot flying PA-12 aircraft departed runway during landing rollout.
Date: 201809
Local time of day: 0601-1200
Location: JNU.Airport, AK
Light: Daylight
Aircraft: Other
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing; Takeoff / Launch; Cruise
Airspace: Class D JNU
ATC / advisory: FSS JNU
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Instrument
Human factors: Situational Awareness; Human-Machine Interface; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Routine Inspection; In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Equipment / Tooling; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Something that has come to my attention is the incompatibility between [Company] and Alaska FSS. I have encountered several pilots (and myself) who have filed VFR flight plans electronically; which were then transmitted via [Company]; only to have all data deleted. I find this to be extremely dangerous. My first encounter with this was a VFR flight from JNU to [destination]. I filed a flight plan electronically with my iPad via the app Foreflight; which transmits to [Company]. I got a file confirmation; and even opened my flight plan by radio with JNU FSS. Upon arriving; the flight service specialist there said they had no information on my flight except for a departure time sent by JNU. I thought this must just be a fluke. Upon talking to other pilots; particularly those from the CONUS (Continental United States) who usually file electronically; I am concerned that this could become very dangerous. The [Company] platforms do not indicate any problems; and even allow flight plans to be opened electronically. In my discussion with FSS specialists; they said they are aware of the problem but nothing has been done; and they've even had people call to close flight plans that were never opened or filed according to them; all because the [Company] system is not interfacing. A pilot will be under the impression (and even have confirmation) that their flight plan and associated alerting is active; even when no such service has been assured. I fear the day someone actually goes missing on one of these flight plans and no one even knows. I think this needs to be addressed immediately; as the only way to effectively file a VFR flight plan in Alaska is via telephone.




Synopsis: A Pilot reported several instances of VFR Flight plans being dropped from the system when filed electronically in Alaska
Date: 201810
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Loss of thrust on number one engine at cruise FL340. Completed Engine Failure Checklist during diversion to ZZZ. First Officer flew a great single engine approach. [We] deplaned passengers at the gate. [There] appeared to be a sudden loss of oil pressure.




Synopsis: Boeing 737 Captain reported a loss of power on the #1 engine resulting in an engine shutdown; and a diversion to a suitable airport.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was descending out of 18;000 ft as pilot flying. When hydraulic pumps were selected to high we received a right system hydraulic pressure low light. Checking gauges; right hydraulic pressure was zero with an abnormally high quantity indication. I told the FO to get out the QRH. I notified ATC that we had a hydraulic problem and might have a problem making the assigned crossing. I was given relief from the crossing restriction. I said we were working the problem and would advise them. I then notified the FAs of the situation and would keep them advised. As we worked the QRH it was noted that we would have to do a manual gear extension which would mean stopping straight ahead on the runway. I then advised ATC and would be stopping on the runway and would have to be towed off. I asked that the safety equipment be rolled as well. I then called the FAs. I then made a PA to the passengers and let them know what was going on. The approach was normal and the emergency gear extension accomplished. I landed at bug +5 with a soft touchdown. Rollout was normal and I could feel the gear door bumpers dragging on the rwy. I stopped on centerline approximately 10000 ft down Runway XXR. I made a PA stating for everybody to remain seated. The safety trucks rolled up and we were contacted by them. I asked them to check around the outside of the aircraft looking especially on the right side by the gear. They said they noticed a fluid on the ground but everything else was good. I then talked to the FAs and let them know what was going on. I then made a PA to the passengers to advise them that we were going to be waiting for a tug to come and tow us back to the gate and apologized for the inconvenience. It took approximately 40 minutes for the tug to show up and tow us back to the gate.Right hydraulic fluid loss when pump selected to high resulted in a right hydraulic low pressure light and loss of right hydraulic system.




Synopsis: MD80 Captain reported a right hydraulic system failure which necessitated a manual gear extension with a normal landing and a tow off the runway.