elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
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: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were deviating around weather at FL350. The Cabin Altitude horn and light came on. We assessed the situation and put our O2 masks on. The pressurization panel was climbing (cabin) at 1500 to 2000 [FPM]. ATC was busy and congested. The Mode Control Panel (MCP) was locked up; i.e. could not change altitude; airspeed; course; etc. We started down and advised ATC. We were IFR descending into the weather beneath us; we continued with checklist. I spoke to the Flight Attendants to let them know what we had a pressurization issue and would let them know more shortly.Around FL240; the passenger O2 masks dropped. I talked to the passengers and the Flight Attendants and told them to put the masks on and keep them on until you hear from the Captain. We were also attempting to communicate with Dispatch via ACARS and ARINC. Working with ATC; we were looking for a plan to divert while on the descent and deviating around weather. [The closest airport] was not an option; one mile; heavy rain. We both felt; with the MCP locked up; Captain's course selector would not move or change. We felt we need a VFR airport. We agreed on [a suitable alternate]; good weather; away from thunderstorms; and a Company station; would land with approximately 5.7 pounds of fuel. Dispatch agreed. We leveled at 11;000 feet; continued to deviate around weather and worked our way towards [the alternate]. We [advised] ATC; advised the Flight Attendants and passengers of our intentions; and that they could remove the masks. As a precaution we had the fire trucks out; had them do a quick look at the aircraft as we taxied to the gate on the aircraft's own power. We deplaned the passengers. There were no injuries reported when we arrived at the gate. After deplaning; I contacted Dispatch; Chief Pilot and Maintenance Control and made the appropriate write-ups.


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


Synopsis: B737 flight crew reported loss of cabin pressure as well as loss of the Mode Control Panel. They diverted to a suitable airport.
Date: 201409
Local time of day: 1801-2400
Location: ZNY.ARTCC, NY
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Troubleshooting
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft X dept ZZZ Newell J60 Danner RAV J64 EWC APE KDAY level at FL260. Aircraft Y Dept ZZZ Ptw Saraa RAV PSB KMDW. I saw J60 in the flight plan for Aircraft X which would have been parallel to Aircraft Y's flight path. I climbed Aircraft X from 170 to FL320 not realizing Aircraft Y was converging going to RAV VOR. Out of FL248; when I saw the conflict; I told Aircraft Y to stop his climb and turned Aircraft X to a 300 heading. Aircraft Y stopped at FL252 and I had about 4 1/2 miles with 800FT.The above route from Danner to RAV is an accident waiting to happen. It conflicts with every single PHL dept going out J60 or J64. Over the years this has been brought up many times but is never addressed and never has been changed. This aircraft should go after Danner J60.PSB.EWC or better yet (which I believe is the pref route) J80.AIR.APE.




Synopsis: ZNY Controller describes an operational error because of a route confliction.
Date: 201704
Local time of day: 0601-1200
Location: ONT.Airport, CA
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: While being vectored through ONT LOC 26R approach course for spacing from other airline traffic; a large drone was spotted in close proximity to our jet. We were heading roughly north at 6000 ft. The drone was about 500 feet below and 100 to 200 yards to our left. Looking on google map; it was approximately at the intersection of highway 215 and 10 near a golf course. This was immediately reported to ONT approach control (SOCAL). I was the only one that saw it from our cockpit. FO was flying. The drone was large; appeared to be a four or more engines; and about three feet in diameter. Looked like two tone dark and light color. Maybe blue and white or green and white. Watched for about 4 to 7 seconds as we passed it.




Synopsis: B737 Captain reported sighting a large drone while being vectored for an instrument approach near ONT.
Date: 201508
Local time of day: 1201-1800
Location: YBBB.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center YBBB
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: The LCA captain and I (first leg of my IOE) had just returned from break and were briefed by the relief pilots that the turbulence we were in was being caused by the wake of a Super 380 in front of us which was further right of course than us with a right to left wind. The thought was to go further right to get behind him so we would be out of the wake; so we went R3 on the SLOP and did get out of the wake. We then received a message from ATC asking how far right we were and replied R3 and next message from ATC said R2 was max SLOP so we returned to R2 and sent a reply stating we were returning on course. By this time the Super in front of us was now left of track so we [were] out of his wake turbulence.


Second narrative: I normally use 1 NM and have never used more than 2. I have no excuse for thinking at that moment the limit is 3 NM. A short time later Brisbane asked how far right we were. We replied 3 NM. They advised the max is 2 and we immediately corrected to 2 NM and advised.


Synopsis: B777 flight crew reported they exceeded maximum lateral deviation on an oceanic track in an attempt to minimize wake turbulence from the preceding A380.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Parked
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Ambiguous

Narrative: Ground run and engine check of newly rebuilt Piper Cub with original engine without starter. I was tasked with holding the brakes while the engine was hand Propped. Once the engine turned over it went to high RPM and jumped up and right. The owner propping the aircraft moved out of the way as I applied both brakes full to no effect; I jammed the throttle all the way to the idle position and pulled the mixture to cutoff just as the right wing struck the adjacent hangar and swung the prop into the hangar door. The aircraft and prop stopped after striking the hangar door as I was reaching for the Mag switch. No injuries occurred; the hangar door will need a cross beam welded and two sheet metal panels replaced. The aircraft inside the hangar received minor dings on the nose spinner where the sheet metal from the hangar contacted it inside the hangar. The Cub prop is beyond repair and the right strobe light was broken; on initial inspection; there was no further damage done and we estimate less than $1;000 to repair the hangar and aircraft in the hangar. The cub prop will need to be replaced and the engine crank was tested and found to be within tolerance.




Synopsis: The Pilot of a Piper cub was holding the brakes while another pilot hand propped the engine. The brake system malfunctioned; which caused the aircraft to contact a hanger.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Oil Filler Cap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Taxiing to the runway we noticed a flicker of the red master warning light [then] determined that it was [responding to] the #1 Engine low oil pressure light. We contacted Ground and asked to return to the gate to have a mechanical problem resolved and the Controller started us back up the inner taxiways. As we cleared the active outer taxiways we performed the memory action items for low oil pressure but did not at first need to shut the engine down; as the pressure hovered at first around 55 PSI. Later on we needed to stop and shut the engine down as the pressure began to degrade rapidly. We contacted Dispatch and Maintenance to coordinate a return to gate. We arrived at the gate with no further problems. Maintenance met the aircraft as we deplaned and quickly determined that the oil cap had been left unattached following the last oil service.




Synopsis: A Dash 8 flight crew returned to the gate in response to a left engine low oil pressure warning. Maintenance determined the oil filler cap had not been secured following a previous service.
Date: 202103
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
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: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were on the TIPTOE Visual Runway 28L. We were paired up with a heavy that was on [Runway] 28R. Due to the gusty winds from the north we ended flying on their wake which caused our plane to roll; creating an upset. We followed upset recovery procedures and we aborted landing and went around. Factors are gusty winds from the north and also night time. Being paired with a heavy caused the winds to push the heavy airplane wake in our flight path. During strong winds from the north; they need to provide greater spacing between planes to help mitigate wake.


Second narrative: On final approach in SFO we were paired up with a heavy jet on the right side with very gusty cross winds from the north.  On 5 mile final we encountered wake from the heavy and it induced a roll upset. The recovery procedure was utilized and aircraft control was regained at which point we encountered the wake again and it induced a second roll upset. Proper upset recovery techniques were utilized and we went around without issue. The cause of this event was due to high gusty winds out of the north and being paired too closely with a heavy jet upwind. The resulting wake was blown directly into our flight path. Having known about the winds and the pairing of the heavy jet closely spaced upwind; I would suggest staying a minimum of 1 dot high on the glide slope and requesting a long landing so as to avoid potential wake in the future.


Synopsis: ERJ-175 flight crew reported executing a go-around from approach to Runway 28L at SFO after experiencing an upset from a severe wake turbulence encounter with a B747 on the parallel runway.
Date: 201407
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Human-Machine Interface; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Weather; Human Factors; Company Policy
Primary problem: Weather

Narrative: Captain made a PA for flight attendants to take their jumpseat. As I was working the mid-ship galley; I made it to the Number x jumpseat--the only jumpseat anywhere near the galley. There was no way I was going to make it to my jumpseat; in front of coach; before the turbulence hit. I had a choice of either holding onto the handle located next to the hot coffee maker or take Number X jumpseat. The Flight Attendant assigned to jumpseat Number X came back to the galley and we shared the jumpseat...each taking one strap...so unsafe!! There are flight attendants that could not fit together on one jumpseat. The other choice standing in galley holding on was not a choice; I am 5'8' and have maybe one inch between the top of my head and the ceiling; which is extremely low.The A321 feels every bump along the way; which makes it more important to be near your jumpseat; which should be close to your work. I spend 90% of my time in the mid galley and to not have a safe place to sit when turbulence hits is not right. A lot of times we don't get a lot of notice and if we do I am responsible for closing up the galley. Please re-evaluate the jumpseat for BC galley; before someone gets hurt.




Synopsis: A flight attendant working the A321 mid-ship galley; but assigned a jumpseat much further forward noted that when given warnings to be seated for turbulence; it is often not possible to access the seat in a timely manner especially when it is that flight attendant's assignment to secure the galley before taking the seat.
Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Troubleshooting; Workload
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
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; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departure EICAS indicated abnormalities- Autopilot Fail; Yaw Damper Fail; [and] Rudder Sys 1-2 Fail. The Captain was the flying pilot and began to manually fly the airplane. The EICAS messages cleared with the exception of Rudder Sys 1-2 Fail. We ran the QRH for Rudder Sys 1-2 Fail. We notified ATC we were negative RVSM. We reviewed our FOB and determined we had the fuel to continue to our filed destination. We contacted Maintenance Control through ACARS and advised of our situation and our action taken per QRH. Several messages followed between Maintenance Control; Dispatch and us and we began to devise a plan of action.This event underscores the importance of always being prepared for the unexpected. On this day; the weather was clear and the atmosphere was normal. The abnormalities occurred during climb out and unexpectedly. We remained calm and worked together to develop a plan for a successful outcome.


Second narrative: We looked at diverting to airports with little to no cross winds and decided to continue to our filed destination and to request the wind favored Runways (22). We advised Center prior to checking in with the Approach Controller we needed Runway 22 L or R for operational considerations. We declared an emergency and advised the Flight Attendant of the situation and proceeded in for a landing on runway 22R. The landing was uneventful.This is a good reminder to use all available resources- Dispatch; ATC as well as fellow crew members.

Second callback: The Reporter stated that after completing the QRH Checklist only the RUDDER SYS 2 EICAS alert remained. He spoke with Maintenance personnel after this event but was not able to determine exactly which component failed. The Reporter has flown this aircraft type for over fifteen years and this event was a first of its type for him. He felt that the procedure could have been written more clearly because it did have points of confusion. He submitted a list of suggested checklist changes to help in similar subsequent events.

Synopsis: An EMB-145 EICAS alerted AUTOPILOT; YAW DAMPER; RUDDER SYS 1 and 2 during climb out so the QRH was completed leaving only RUDDER SYS 2 alerting so an emergency was declared and the flight continued to its filed destination.
Date: 202106
Local time of day: 0601-1200
Location: SDF.TRACON, KY
Weather elements / visibility: Windshear; Turbulence; 10
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C SDF
ATC / advisory: TRACON SDF
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We were cleared to 3;000 ft. on a wide base and a tight vector to ILS [Runway] 17L behind a heavy jet. It was very turbulent and our path put us downwind to the heavy jet. During the turbulence I lost control of the aircraft and we shot down about 500 ft. below our assigned altitude. I was in the process of correcting when the Approach Controller called out the fact we were off altitude. I told her we concurred and were correcting. I believe the issue was caused by the moderate to severe turbulence we were experiencing along with the wake from the heavy jet.




Synopsis: BE20 pilot reported loss of control resulting in uncommmanded 500' descent on arrival into SDF due to either severe turbulence or a wake encounter.