elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Second aircraft: Commercial Fixed Wing
Aircraft component: Electrical Wiring & Connectors
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was tasked with [working several] aircraft with autothrottle inop; hgs (Heads-Up Guidance System) display inop; L2 window heat inop and engine control light write up along with the other regular task cards.  While working on [aircraft X] I accomplished step 1 (battery replacement) and since there was no part sent for the second step; I then went to work on [aircraft Y] with window heat and engine control light issues.  Meanwhile got notified that the part for the second step on [aircraft X] (battery charger) had showed up.  Went back to the first plane to complete step 2 for battery charger change.  During removal missed pulling one of the two circuit breakers both labeled battery charger. The charger cable terminal lug contacted and shorted damaging the contact terminal. Notified lead and supervisor of the issue immediately.  Engineering desk was consulted and came to consensus to re-terminate a new contact lug or replace the run for that charger cable. There was a lot of work scheduled for the night.  Parts were not all present at beginning of the shift.  While working between the AOG (Aircraft on Ground) write ups for aircraft [X and Y] I missed pulling one of the breakers labeled battery charger.




Synopsis: A Maintenance Technician neglected to fully remove power from the battery charger; resulting in shorting of the contact terminal that required replacement.
Date: 201910
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B DEN
ATC / advisory: Tower DEN
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Upon takeoff from Runway 25 at DEN; we encountered moderate wake turbulence. The aircraft rolled approximately 30-40 degrees right; then left repeatedly for approximately 10 seconds. Full deflection was used on the control wheel in both directions. We took off behind a B-757 which was approximately 3 miles ahead. No injuries or other incidents afterwards.




Synopsis: B737NG Captain reported encountering wake turbulence 3 miles in trail of a B757 shortly after takeoff from DEN.
Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Daylight
Aircraft: Stratotanker 135
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Military
Reporter function: Captain; Instructor
Reporter qualification: Flight Crew Flight Instructor
Human factors: Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: 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: During descent into our destination the aircraft lost all hydraulic fluid from its right side system. This caused the crew to lose autopilot; powered rudder; yaw damper; and partial spoilers in the air and on the ground; steering and co-pilot brakes. The crew ran appropriate checklists and notified ATC. Long ILS vectors were performed and a full stop landing was performed. All normal checklists were also performed and no aircraft or ATC limits were broken. The crew performed a normal landing in standard configuration (flown by the instructor pilot). Crash response met the crew at the jet and terminated the landing with no negative effects.




Synopsis: Military KC-135 instructor pilot reported the aircraft's right side hydraulic system failed during descent for landing. Checklists were completed followed by an uneventful landing.
Date: 201604
Local time of day: 1201-1800
Location: ZAU.ARTCC, IL
Flight conditions: Mixed
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZAU
ATC / advisory: Center ZAU
Reporter organization: Government
Reporter function: Enroute; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was training at the BEARZ D. Aircraft X was on frequency (don't remember where he departed) at 14;000 to BMI. He stated '14;000 is right in the tops; requesting a climb to VFR-ON-TOP.' The radar trainee was unfamiliar with the procedures and her instructor directed her to use the EDST [En-route Decision Support Tool]. VFR-ON-TOP procedures are indexed on the ZAU reference page; my trainee located the paragraph in the 7110.65 (kudos to whomever compiled the reference page. In this instance; it worked flawlessly and was a great help) and the four of us were able to discuss the VFR-ON-TOP clearance. The trainee fumbled through the phraseology the first time; then I corrected her and showed her the phraseology example listed in the 7110. We had no other traffic and she issued the appropriate clearance. The pilot reported reaching VFR conditions on top; and after corrections from her instructor and me; she issued the appropriate response. 'Roger; maintain VFR.' Aircraft X leveled at 14;500.We initiated a handoff to EON (sector 44) and the R-side transferred communications thusly 'For further VFR flight following; contact Chicago Center 120.12.' My trainee and I discussed VFR on TOP and its applications. I explained that it's an IFR clearance and the appropriate computer entries. Later the EON controller called and questioned Aircraft X's clearance. Based on her explanation; I believe Aircraft X did not fully understand his clearance that after reporting reaching VFR ON TOP and the R-side's clearance 'Maintain VFR;' he was VFR. I don't believe it's clear that while VFR-ON-TOP is an IFR clearance; once the pilot reports on top and is instructed to maintain VFR; whose responsibilities are what? I don't think I've seen phraseology 'Cancellation of IFR received.' I thought it was odd an IFR aircraft requested an OTP clearance; climbed to a VFR altitude; was told to maintain VFR.




Synopsis: ZAU Controller reported issuing a VFR on top clearance and confusion ensued as to what the pilot and Controller responsibilities were.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Rockwell Aero Commander Twin Turboprop Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: An Aero Commander on a 180 degree vector climbing to 9;000 and a CRJ7 on 310 degree vector descending to 6;500. These vectors provided adequate lateral separation. I pointed the CRJ7 out to the Aero Commander and he said that he had him in sight when they were 4-5 miles apart on diverging courses. I then told the Aero Commander to 'maintain visual separation with the CRJ7; when able proceed direct ZZZ.' I left the CRJ7 on the same heading and [with] a clearance of 310 degrees descend and maintain 6;500. The Aero Commander read back something like 'roger we'll miss him going direct ZZZ.' I then told the Aero Commander 'read back visual separation instructions.' The Aero Commander then said something like 'affirmative; we won't hit him going direct ZZZ.' I had my 3 mile 'J' ring up and then edge of the CRJ7's target touched the 3 mile 'J' Ring. The CRJ7 also reported the AC50 insight and the field. Come up with some better solution as to how the visual separation instruction acceptance is supposed to be done by the pilots. If the pilot says Roger is that good enough? If they pilot says Roger we won't hit him is that good enough? Do the pilots need to read back 'call sign will maintain visual separation with the ....' If the last sentence is the case; then the FAA needs to brief the pilots flying in the NAS. A lot of the times I won't clear somebody on course like I did in this situation in conjunction with maintain visual separation instructions because of the confusion with the rules.




Synopsis: TRACON Controller voiced concern regarding the 'Maintain Visual Separation' phraseology and the read back requirements from flight crews; indicating flight crews responses often do not comply with the latest FAA requirements.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Embraer Legacy 450/500
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autopilot
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at cruise at 40;000 FT we has a CAS message stating we has lost our autopilot; yaw damper and ventral rudder; a dutch roll started and an emergency descent was initiated and ATC advised of our actions. Aircraft was descended to 10;000 FT where we leveled off and diverted. ATC was advised of same and a normal landing was made. While in the emergency descent ATC was clearing us to flight levels that we could not stop at; we advised ATC to turn us if they needed and they did.




Synopsis: EMB505 Captain at FL400 experiences failure the autopilot followed by the yaw damper and the ventral rudder. An emergency descent is initiated and the flight diverts to a suitable airport.
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Cessna 180 Skywagon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Airport; Weather; Human Factors
Primary problem: Weather

Narrative: Landing to take on fuel. A crosswind from the left at 45 degrees was reported on AWOS. Runway in use   is 100 feet wide. Landing I lost directional control. An experienced local pilot later said that strong gusts were occurring at the time of this incident. The resulting ground loop caused the plane to exit the asphalt surface. I felt I had avoided any major damage up to that point. However; as the aircraft left the paved surface; the starboard main gear wheel sank into the dirt. This caused the nose to strike the ground. The aircraft came to a stop with the nose; starboard landing gear; and starboard wing tip supporting the aircraft with the tail about 15 feet off the ground.Major contributing factors were; gusting crosswind. [I perceived the crosswind to be manageable] however did not factor the strong gusting wind. [The lesson learned was to] pay close attention to possible gusting crosswinds. The larger vertical stabilizer on the C-180 contributed to the weather vane action of the aircraft.




Synopsis: C180 pilot reported a loss of control and runway excursion while landing in gusty conditions.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Other Instructor
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Time Pressure; Training / Qualification
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On takeoff; began turn at 1;000 feet to the south traffic warning indicated traffic same altitude. Instructor took controls and began a descending right turn. Instructor reported to Tower and Tower said that airplane was talking to Approach.




Synopsis: SR20 Flight instructor reported a NMAC on climb out.
Date: 201211
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: S-70/UH-60 Blackhawk/Seahawk/Pavehawk/Knighthawk
Operator: Military
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Military
Reporter function: Captain
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While flying IFR in VMC my aircraft we experienced an Airspeed Fault Capsule advisory light and Flight Path Stabilization (FPS) caution light. I attempted to reset the Airspeed Fault Capsule advisory light but was unable to do so for more than a few seconds. My airspeed indicator was reading approximately 90 KIAS while my copilot's was reading 110 KIAS. At this point I had the crew members in the back read the emergency procedure. I followed the procedure to control the axis manually and took our stabilator out of the auto mode; which is required by our operators manual because continued flight above 70 KIAS with the stabilator in the auto mode is unsafe; and slewed it to 0 degrees per our emergency procedure. When I took this action the other pilot was not ready for the aircraft to climb when I slewed the stabilator from 8 degrees down to 0 degrees. This action made the aircraft climb out of our assigned altitude of 11;000 feet but not more than 200 feet above. I made the call to Center that I needed to turn around and return to [departure airport] and that I was not declaring an emergency. I was unable to reach Center and was relaying through my sister ship that was located on the same airway but was at 12;000 feet and 5 or more miles behind me. When we got word from our sister aircraft we started our turn and the aircraft climbed again to approximately 11;400 feet. I believe this to be because the handling characteristics of the aircraft changed due to me slewing the stabilator to 0. After making the turn my airspeed indicator was erratic and was displaying between 0 and 140 KIAS while my copilot's remained steady at 100 to 110 KIAS. I could see our sister aircraft on the airway high and to our right side and that is why Center called a pilot deviation and asked me to contact them when I landed. In hindsight I should have declared an emergency.




Synopsis: UH60 flight crew experienced two altitude excursions after disconnecting the stabilator from the auto mode due to a Flight Path Stabilization caution light. ATC advised of a Pilot Deviation due to the proximity of an accompanying helicopter in trail and 1;000 feet above the reporter's aircraft.
Date: 202003
Local time of day: 1201-1800
Location: TPA.TRACON, FL
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B TPA
ATC / advisory: TRACON TPA
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Other / Unknown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While flying the FOOXX5 RNAV arrival; we were given direct FADDI intersection on the ILS Runway 19R into TPA. We broke off the STAR at approximately the DARBS waypoint.Upon crossing the shoreline at approximately 5;000 ft. I noticed a black object at our 12 o'clock. For the first second or two I suspected it was a bird and made a comment to my First Officer that I had sighted a bird straight ahead. Very quickly after making that comment I noticed the object wasn't moving as a bird would.Immediately after noting the strange movement of the object it began moving rapidly to the aircrafts 9 o'clock. It made this movement in a swift; sweeping motion and ended up passing outside of my window. The object was far enough away that I deemed it unnecessary to change the aircrafts lateral or vertical flight path. It was far off the left wingtip of the aircraft; and we were moving much faster away from it than it could from us. The object was however close enough that I could see it was a man-made machine.While the black object was abeam the aircraft I could note it had the appearance of a drone. It appeared to be a drone that used rotors for flight. There was a light on it that appeared to have a yellowish tint. It appeared to maintain a constant altitude and move laterally on a linear plane.I have never owned or operated a drone; but from what I have seen from friends and on the internet it appeared to be a drone one would buy for personal use. Being that our location was the near the shoreline I would assume the operator was filming the beach.




Synopsis: Air Carrier Captain report a NMAC with a UAV.
Date: 201510
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Aircraft

Narrative: Flew from a CTAF airport with no issues; normal landing. Stopped to pick up a passenger. Normal engine start; back taxi on 30. Normal takeoff roll. At about 50 feet above the ground; the engine starting surging; from full throttle to idle to full to idle at about 1 second intervals. Changed gas tanks; tried both mags; checked primer lock; all was normal; engine still surging. Had enough altitude to go around about 1/2 the pattern; landed safely about mid field on RWY 30 and taxied back to the ramp.  Taxiing back to the ramp; my right wing tip hit the rudder of a parked PA-28.  I was obviously distracted by my situation; and could have been more careful; or possibly stopped on the runway or just off the runway and shutdown without attempting to taxi back to a parking spot. I would also note that the other aircraft was parked such that his rudder was at the edge of the taxiway; so anyone taxiing by on the taxiway center line would have struck his rudder.




Synopsis: After takeoff a GLST engine began surging so the pilot returned to land and while taxiing to the ramp distracted; his wingtip struck a PA-28 rudder which protruded in the taxiway.