elihoole/asrs-aviation-reports huggingface dataset:
Date: 201311
Local time of day: 1201-1800
Location: VNY.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence; 0
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: I was assigned 6;000 FT and a heading to intercept the ILS. I entered solid IFR conditions; zero visibility; heavy moisture - possibly rain and significant turbulence. While I was on heading before intercept; more turbulence was encountered; the left wing dropped; skewing the heading to the left and causing a rapid descent. Full right aileron and full power were required to get the wings level and arrest the descent. Once the wings were level a climb was possible back to assigned altitude. Once back on course and close to ILS intercept; turbulence lessened and a constant descent on the glideslope was possible. On the preceding trip; lighter continuous turbulence made asking for deviations +/- 200 to 300 feet necessary. It is possible that [a change in] course would have been more clear of weather and turbulence. Pilot unfamiliarity with a smaller plane and its handling characteristics and performance capabilities in adverse weather was a factor. More experience in aircraft will reveal more of its capabilities and limits. Lowering of the acceptable weather threshold until the prior is more fully understood would mitigate any further occurrences.




Synopsis: The pilot of a Liberty XL2 encountered turbulence in instrument conditions that caused a momentary loss of control. He was able to apply full power and flight control inputs to regain control and return on course.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: FMS/FMC
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Distraction; Confusion; Human-Machine Interface; Situational Awareness; Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During initial climb out; after calling for SPEED and NAV modes; I noticed 'FMS' was not appearing in the 'FMA' [Flight Mode Annunciator]. I called for NAV mode again and that's when we noticed the FMS would not sequence to [first waypoint]. The Captain informed ATC immediately that we were having an FMS issue and we received a heading and were asked to let them know when we could accept an RNAV clearance. I then noticed that I had no CDI (white needles) on my compass rose but the Captain did. We transferred the FCC to the Captain's side and then FMS mode worked fine. Once the Captain had the controls I then spun the NAV Source Selector knob to change my NAV data source and it worked. My selector had been placed in between yellow and green needles so I had no needles. The practical result was an ever so slight lateral deviation on an RNAV SID.I will ensure I have the appropriate navigation data displayed before leaving the gate and definitely before takeoff. I am also surprised that the FMS will load correctly and execute without both NAV source selector knobs in white needles.


Second narrative: About that point I saw that we should be making our turn to our first waypoint. I spun the heading bug around to track the course and the First Officer made the turn.After some discussion and experimentation we determined that the most likely cause was that the First Officer had inadvertently selected no navigation source on his source selector instead of white needles. I don't think we should even have an option to select No Navigation Source. It is insidious because it looks very similar to white needles. When would we ever need to not have a navigation source selected?


Synopsis: While conducting the first stages of an RNAV SID; the flight crew of a CRJ-200 suffered a short term track deviation when the First Officer (PF) was unable to display RNAV guidance on his PFD and navigation displays. The Captain; whose displays were normal; took over PF duties. They later determined that the First Officer's Nav Source Selector had been improperly selected.
Date: 201409
Local time of day: 0601-1200
Location: BGM.Airport, NY
Flight conditions: Marginal
Weather elements / visibility: 6
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D BGM
ATC / advisory: Tower BGM
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Distraction; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Departure Airport
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport; Weather
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: On the ground at BGM; I obtained ATIS; XA04z SPECI; 020/3 V6 BR BKN042 21/19 A3005; ILS 16 in use. Based on this ATIS I decided to try a VFR departure to 2;500 MSL. At 100 AGL on takeoff from Runway 16; I observed that the ceiling was not even close to BKN042 and was more like SCT/BKN 002; aka nearly ILS minimums. I contacted BGM Tower; stated I was unable to continue VFR; circled right for Runway 16; remained clear of clouds; and landed without incident. On landing I telephoned the BGM AWOS and obtained a report of SCT011. Neither one of these weather reports; not the ATIS recorded at XA04z and not the AWOS announcement obtained at about XB05z; was even close to the actual weather. I believe the root cause of the problem was an incorrect ATIS broadcast at BGM and an incorrect AWOS announcement at BGM. I believe the situation can be corrected by inspecting and repairing the BGM AWOS as required and then auditing and repairing the training for those recording the BGM ATIS as required.




Synopsis: After listening to AWOS; a pilot departed BGM VFR but discovered the ceiling to be SCT/BKN 002 and so he returned to the airport where he reported both the ATIS and AWOS were incorrect.
Date: 201504
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class C ZZZ; Class D ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: En route for air show; decided to turn back because weather at [destination] had gone to IFR.  We were at 2;500 feet with flight following.  Upon 180 degree turn back to [the departure airport]; had engine roughness.  Tried to lean and other methods; could not stop roughness. Flew to ZZZ.   Was passed off to ZZZ tower. Verified they knew of [our] status. They knew.Was cleared by tower to land on 13. I flew high and descended rapidly to land so that if I lost power; I could still make runway.  I decided to lower gear on short final after side slip to kill speed. When speed was at gear extension speed; lowered gear and no green lights came on even though gear sounded and plane acted like gear went down. We did a go around and flew around the airport about 4 times to trouble shoot gear lights.This was a difficult situation having a possibility of an engine failure with no green lights for gear. The red 'in transition' light did work for gear and circuit breaker was not popped.During flight around airport; tower made a turn request that I refused to accept and told them I needed to go opposite direction and was using emergency exception. Tower had no conflict that we knew of.  Had tower verify gear looked down and locked.Eventually landed with no problem. Got off runway and shut down. Had tug take plane to hangar.  Found a bolt and a screw under the nose gear on the ground. They could have just been there by coincidence. Unable to look under plane to see if any problems as we didn't want to have it collapse on us.Mechanic inspecting plane today.One cylinder was replaced just a few days ago by mechanic.JPI engine analyzer did not show anything abnormal in flight.Note: On short final; controller told us that our gear was not down. We knew but; really appreciated controller looking out for us. When you have an emergency; it is easy to forget something. She had no way of knowing my plans. I really hated having to go around.All well. No accident; no injury.




Synopsis: A BE36 pilot reported experiencing engine roughness and a problem with his landing gear.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: On our enroute descent 30 miles west of ZZZ; ZZZ Center had to cancel our IFR flight plan due the ZZZ1 Center COVID related airspace closures.  There was a miscommunication when we checked in with ZZZ Approach Control with us being VFR with the airport in sight.  We picked up an IFR clearance with a Visual approach to the airport.  We continued our arrival and landed uneventfully.The cause was that ZZZ1 airspace closed and there was a communication gap between ZZZ Center and ZZZ Approach.No suggestions; as our required cancellation of our IFR enroute with ZZZ Center and our subsequent picking up of our IFR with a visual approach from ZZZ Approach is what was required due to the ZZZ1 Airspace closures.




Synopsis: Air carrier First Officer reported the flight's IFR flight plan was canceled near the destination airport because the ATC Center had airspace closures due to COVID-19.
Date: 202007
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: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: No Clorox (or similar disinfectant wipes) in the flight deck. Again; used my own.  Proper PPE (disinfectant wipes) are not provided for the proper cleaning of the flight deck. Have wipes at the gate; when we check in have the gate agent give them to the crew.




Synopsis: Air carrier Captain reported COVID-19 related cleaning supplies are not being provided by company and having to use personal supplies.
Date: 201809
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Flight conditions: IMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: A330
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: During enroute descent from FL280 to FL200 on HYPER7; encountered wake from an A330 that was also on HYPER7 approximately 15 miles ahead of us. The seatbelt sign had just been turned on (1 minute?) for the descent/arrival and the air was smooth. The wind was on the nose at 35 knots (noted after the encounter(s)). The aircraft went through brief (2-4 seconds) of 'nibble'-like chop than 2 independent 'corkscrew'-like movements. There was no time to issue any warning to the flight attendants then the event was over. I called back to Purser to inquire if anyone was hurt. No one was but he did say that folks did tumble. I told him that we had no warning. It was smooth for the remainder of the flight.We asked ATC what we were following and they replied that it was a heavy Airbus. TCAS had it at 15 miles ahead. We were flying 290 knots (assigned). As I was talking with Purser; I believe the 2 flying pilots were inquiring if it was a Super or a Heavy as we had a short discussion after I reported to Captain that everyone was ok. No injuries.The severity of the encounter was certainly enough to spill coffee; carts; flight attendants and passengers. The motion was uncoordinated with pitch; yaw and roll. I doubt if we exceeded 10 degrees of roll but the yaw was opposite (roll left; yaw right) and; I think; the other way for the second set of motion. As mentioned. We did get some wake 'chop' shortly prior to the roll/yaw/pitch motions. I would categorize [the encounter] as 'moderate' in severity. It certainly could have tumbled passengers and flight attendants enough to cause injury. We got lucky.




Synopsis: B767 First Officer reported encountering moderate wake turbulence while on descent 15 miles in trail of an A330.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 30
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna 150
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Conflict NMAC; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Without communicating on CTAF; Cessna cut off Thorp on taxiway to get on runway behind the Debonair the Thorp had been following; and departed with numerous aircraft in pattern. Thorp pulled out on runway; and began takeoff run approximately 150 FT behind Cessna. Thorp overran Cessna on climb-out; and had to side-step to the right to remain clear (Left hand pattern). The judgment of the Thorp pilot was in error believing the Cessna was the faster airplane. Also; if the Cessna had been making an aborted takeoff (without announcement on CTAF) the Thorp pilot would have been forced into a critical avoidance scenario. In the future; the Thorp pilot will definitely wait until the preceding airplane has established a definite climb pattern and is departing the area.




Synopsis: Light Sport Aircraft (LSA) pilot reports being cut off on the taxiway by a C150; which proceeds to takeoff without communicating on CTAF. The LSA pilot proceeds to takeoff also 150 feet behind the C150 and discovers that his aircraft is faster than the C150 requiring evasive action.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Oil Storage
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Dispatched on a Ferry Flight Aircraft X; from ZZZ to ZZZ1. The aircraft had not been flown in a long time. Departed ZZZ with 18.5 qts on #2 and 18 qts on #1. My FO was new on the Aircraft and restricted. We departed ZZZ uneventfully and all indications were very normal till well into cruise. We both noticed during our checks that the #1 Engine Oil quantity was decreasing with all other indications being normal and no vibrations present. The Oil quantity would decrease then increase. That pattern continued on the descent into ZZZ1. I advised Approach Control of the situation and we were given vectors to a short final ILS XXL. On final the oil quantity indicated below 4 qts to 3.5. I requested priority handling. With a new FO I took the airplane and landed uneventfully Runway XXL at ZZZ1. Oil quantity increased back to 7.5 qts during taxi in.I was called the night before and given a heads up that the plane had not flown in a long time. Maintenance; my FO; and myself all did extremely thorough walk-around and internal inspection of the entire cabin. We were well prepared for this ferry flight. These type of Maintenance items/events seem to happen to planes that sit for extended periods of time.I believe these planes should not sit for extended periods if that can be avoided somehow.




Synopsis: Air carrier Captain reported the oil quantity fluctuated during a flight on an aircraft that had been stationary for a long time.
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After departure passing through 10;000 we are closely monitoring pack number two since pack number one was MEL'ed. Passing through 16;000 FT we noticed that the plane was not pressurizing and advised ATC we needed to level off at 18;000. At this point cabin rate [altitude] was 6;500 and later turned amber. QRH was consulted to try to recycle pack number two. At this point cabin rate [altitude] was 10;000; called ATC for a lower altitude and to return to departure airport. I did not declare an emergency but asked for priority to the airport. The Flight Attendant was called and at this point she reported a strange noise [in the cabin]. Monitor the cabin rate and notice the problem sooner.




Synopsis: EMB145 Captain reports being dispatched with pack one inoperative and noticing cabin altitude climbing rapidly as the aircraft passes through 16;000 FT during climb. Pack number two has tripped and cannot be reset and flight returns to departure airport.