elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Aircraft: Global 5000 (Bombardier)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: An aircraft declared over the frequency mayday 3 times and advised he had a fuel fire and needed an immediate descent as well as to land at the nearest airport. I instructed the pilot to descend to 27;000 ft. and turn 20 degrees to the right for traffic. The pilot read back the altitude. I was coordinating with the Controller in Charge that I had an aircraft with a fire and needed an immediate descent and was now diverting to land. I tried to get the pilot to get his attention again and he told me to standby. So I called the adjacent area and asked them to turn the aircraft in conflict. They were unsure of what to do. I then called the pilot again to ask him to turn 20 degrees right again and he complied this time. He asked which runway to expect and I advised them of the three runways he had to choose from. He asked which one was the longest and I looked it up and all 3 were the same length and relayed this information. Coordination was done also with the adjacent Center sector over the aircraft and the situation. The pilot said he just had an APU fire but he had already used the fire bottle and still needed to land immediately and requested a fire truck.The pilot then flew a little past the airport and said he was going to circle to the north since he still needed to lose altitude but had the field in sight for the Visual Approach. I read the aircraft the current weather and NOTAMs and then asked to ensure that the only thing he presently needed was a fire truck standing by to which he replied affirmative. As the aircraft turned in to land I cleared him for the visual approach and switched him to advisory frequencies. The aircraft landed without incident and canceled his flight plan around 30 minutes later.




Synopsis: Center Controller reported an aircraft advised them of a fire on board; resulting in priority handling given and a diversion.
Date: 201411
Local time of day: 1801-2400
Location: CVG.Airport, KY
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Parking Brake
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: We came to a stop at the gate after a single engine taxi in; I set the parking brake handle; turned off the seat belt sign; and was about to turn off the fuel pumps when I noticed that it appeared that the jetway was moving to the plane much faster than usual.  I looked out the window and saw that we were rolling forward; and applied the brake pedals immediately; resulting some noises of surprise from the cabin.  I checked the parking brake handle and it was set; and the pressure indicator showed brake pressure above 2000psi on both sides.  After verifying the signal from the ground crew that the chocks were in from the ground crew; I started the APU so that we could shut down the engine without waiting for ground power.  While still holding the brakes with my feet; I released the parking brake; and the pressure dropped to zero; with no movement from the aircraft.  I turned the brake handle on again and the pressure stayed at zero.  I held the brakes until the engine start switch was selected off; at which point I noticed that the brake pressure had returned to normal.  We tried to duplicate the failure again; but the brakes worked normally after that.  The aircraft had rolled forward approximately 9 feet from the A320 parking markings.  As nearly as I can determine; this is the one situation (parking with one engine running) where I am not consistently checking the brake pressure after setting the brake.  In the future; I will make sure that I check the pressure after parking.  Given the immediate heads-down attention of both the captain and first officer after parking the aircraft at the gate; combined with the close proximity of people and equipment; the FOM should be modified to require both the captain and first officer to check for brake pressure after parking at the gate; and after completion of pushback.


Second narrative: Arrived at gate captain set brake. I put head down to input FMS felt movement looked at brake; brake was on; looked at brake pressure indicated green captain simultaneously applied manual brakes. Aircraft appeared to have rolled while brake on.Captain wrote brakes up in logbook


Synopsis: A319 flight crew reported the aircraft moved about nine feet after setting the brakes at the gate. Crew reported brake pressure was in the green when the brakes were set.
Date: 201705
Local time of day: 1801-2400
Location: SJC.Airport, CA
Light: Dusk
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Second reporter function: First Officer; Pilot Flying
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I was the Pilot Monitoring. We took off from SJC on Runway 30R on the TECKY 3 Departure. We experienced wake turbulence from preceding aircraft. The FO remarked after that he did not have command bars. I reengaged the LNAV and we began the right turn to the downwind portion. ATC queried us about our position and after confirming the navigation indications I said we show on course.  ATC stated we turned late to the downwind and assigned us a heading. The rest of the flight was uneventful.


Second narrative: I (F/O) was the Pilot Flying.  We were flying a [aircraft] which had several MEL's. Shortly after takeoff; I noticed I had no command bars so I requested to the Captain to fix issue. In addition and to add to this distraction; we departed behind a (other carrier) aircraft and experienced his wake; which required immediate Pilot action.Tower did not give adequate time/spacing in this particular case and we should have requested to wait a bit longer prior to taking off.  After recovering from the wake turbulence; and selecting LNAV; for whatever reason the aircraft was not tracking properly after selection for the departure. I then clicked off the autopilot and manually changed course. We then selected LNAV and reengaged the autopilot.  The aircraft did not immediately track our departure course according to Departure.


Synopsis: B737 flight crew reported a track deviation resulted when they momentarily lost LNAV capability following a wake turbulence encounter departing SJC.
Date: 201810
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: At FL330 we encountered heavy moderate to severe turbulence with strong up drafts and down drafts for about two to three minutes. This caused the autothrottles to disconnect; as well as the pitch and lateral modes [of the autopilot].The aircraft pitched up and before it went into the amber region the shaker activated for a split second. I disconnected the autopilot to bring the aircraft slowly to wings level; lowered the deck angle; and got it out of the amber band.During this time I reached for the CON Ignition to avoid a high altitude flame out.After lowering the nose and wings level I asked the other FO (First Officer) (who had just got on the left seat from giving the CA (Captain) a break) to recycle the FD's and A/T. After this; I re-engaged LNAV; VNAV and autopilot.After dealing with all of this we talked to ATC to advise of the altitude and lateral deviations due to the turbulence. We were in IMC conditions but our radar was not showing any sign of buildups; storms; or weather in front of us. I recovered the aircraft to the best of my abilities along with the other FO and informed the CA of what had happened. Upon landing a logbook entry was made and Maintenance was made aware of the event.




Synopsis: B747-400 First Officer reported lateral and altitude deviations due to moderate to severe turbulence.
Date: 201510
Local time of day: 1201-1800
Location: SFO.Airport, CA
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: Taxi
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: SFO Tower cleared us to position and hold. I very clearly heard our flight number and the First Officer read back the clearance. I taxied just past the hold short line then we heard Tower clear another company flight to position and hold. I stopped and told the First Officer to query Tower. Tower replied yes we were cleared; but they didn't hear our read back; so they just cleared another aircraft for the same runway. Tower then canceled the clearance for the other aircraft and recleared us to position and hold.


Second narrative: Holding short of the runway. Told to 'line up and wait Runway 1L.' Responded and started to roll onto the runway. Subsequently; heard Tower tell another company aircraft to 'line up and wait Runway 1L.' I asked Tower if I heard them clear another plane onto the runway. They responded; 'Yes; I didn't hear your reply so I cleared the next plane.' Tower then told us to hold position; but recanted and told us to line up and wait. (I'm guessing that was because we were already halfway across the hold short line.) Tower told the other company aircraft to hold short to which they replied; 'That sounds like a good idea.' We were then cleared to takeoff without further discussion.


Synopsis: Tower instructed an aircraft to line up and wait. The aircraft began to take the runway when the pilots heard Tower tell another aircraft to line up and wait on the same runway.  The pilot verified the instructions with the Tower. The Tower than realized their mistake and advised the second aircraft to hold short of the runway.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown; Time Pressure; Training / Qualification; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Towing Aircraft
Result: General None Reported / Taken
Contributing factors: Company Policy; Airport; Procedure
Primary problem: Company Policy

Narrative: Aircraft Maintenance Technicians are finding many discrepancies with the Procedures Manual. When using the Procedures Manual and the provisions provided for me as a Towebarless Tow Vehicle (TLTV) operator; the local management team are using terms such as; 'subject to interpretation;' 'it depends;' and 'not necessarily.' [In the manual].Safety should be the number one goal. Upon addressing my concerns to the local management team; I was given a direct order to take the aircraft to the gate with each brake rider in aircraft and TLTV driver only. I presented programs in place to ensure safety. I was then denied at each request for clarification. As an Aircraft Mechanic; I understand changes with the times should occur for the better of the company. In my many years at ZZZ; I've seen many changes. The mindset evolves and the thought process modernizes. It appears to stop at [safety]. This airport has expanded and is busier than ever before. I've delivered aircrafts on dark rainy mornings when I couldn't see the taxiway lines. I've delivered aircraft in fog so dense I couldn't see more than five in front of me. The provisions in the Procedures Manual are there to help me do the safest aircraft delivery possible. Is cost really the reason I am being denied the provisions I've inquired about? When hooking the TLTV to the aircraft; I am now responsible for two pieces of equipment. The TLTV; and the multimillion dollar aircraft. Is asking for another qualified TLTV mechanic to ride along with me to help ensure the safest delivery possible?What I am asking for is clarification on these provisions. No one should risk their livelihood for a company shortcut so they can meet the budget.[Suggest] cost cutting in man power for safe aircraft movement. Provide the appropriate individuals needed to deliver an aircraft from the hanger to terminal safely.




Synopsis: A Maintenance Technician reported his safety concerns to management about towing aircraft without a second person to maintain vigilance.
Date: 201508
Local time of day: 0601-1200
Location: ZBW.ARTCC, NH
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZBW
ATC / advisory: Center ZBW
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Human-Machine Interface; Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: Depart BOS.  Clearance was HYLND4 HYLND MERTO YSO.... As filed.  First officer loaded the route and I checked it.  He inadvertently entered METRO into the FMC.  Since MERTO and METRO are almost identical; I too missed the error.  As it turns out; MERTO and METRO are similar in distance from HYLND.  As we passed over HYLND; the FMC started a left turn toward METRO.  The controller immediately recognized the left turn and instructed us to go to MERTO.  Even as she gave us the phonetic spelling of MERTO; it still took us three times to recognize the transposition of the R and the T.  Of course this is compounded by the relatively similar distances of MERTO and METRO from HYLND.


Second narrative: Proper SOP was utilized in programming the FMC with one pilot typing in the route; and the other verifying.


Synopsis: A flight crew was cleared from BOS via HYLND4 HYLND MERTO YSO but entered HYLND4 HYLND METRO YSO which caused a track deviation after HYLND. The error was very difficult to detect on the FMC even though Company SOP verification was completed during preflight.
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Aero Commander 500 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Powerplant Fuel System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On preflight of AC50 60 gallons fuel showed on gauge; previous flight in aircraft was 3.6 from a 5 hour fuel supply. Aircraft holds 159 gallons total with an estimated fuel burn of 30 GPH from POH and this coincided with fuel gauge. No other way to verify fuel. [We] took off from ZZZ to an uncontrolled airport then back to ZZZ. Approximate flight time 45 minutes had fuel exhaustion 2 NM from ZZZ. After 0.6 hour flight gauge showed 56 gallons on board. [We] executed off airport landing on dirt road. No injuries or damage to aircraft. Mechanic verified fuel exhaustion and we refueled to 45 gallons. Took off and flew directly to ZZZ approximate flight of 4 minutes. Possible reasons for fuel exhaustion. Improper leaning on 3.6 hours flight and improper fueling techniques; fuel gauge not working correctly. All pilots will note gauge indication prior to fueling verifying accuracy of gauge.




Synopsis: AC50 pilot experiences fuel exhaustion four minutes short of his destination and lands on a dirt road. Fuel gauge showed 56 gallons with empty tanks and fuel consumption estimates indicated nearly one more hour of fuel available.
Date: 202102
Local time of day: 1801-2400
Location: MDW.Tower, IL
Flight conditions: Marginal
Weather elements / visibility: Snow
Light: Night
Aircraft: Gulfstream V / G500 / G550
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B MDW
ATC / advisory: Tower MDW
Second aircraft: B737 Next Generation Undifferentiated
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: We were cleared for takeoff on Runway 31C very close after a B737. He was given a left turn on departure of 250; we were given a left turn to 220. We were given a subsequent level off of 2;000 ft. As we turned left; we encountered significant wake turbulence; which rolled us quickly to 45-50 degrees of bank. We recovered; and reported the incident. We feel the entire event could have been avoided with different takeoff instructions (earlier turn; or different headings).




Synopsis: G500 Captain reported encountering wake turbulence departing MDW in trail of a B737 that resulted in an uncommanded 45-50 degree bank.
Date: 202008
Location: STL.TRACON, MO
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B STL
ATC / advisory: TRACON STL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We were on approach for runway 31R; on a 45 base into final; at 6000 ft assigned 250 knots abeam EXALE FIX following a 737 that was causing wake turbulence. We informed ATC that we were getting hit by wake turbulence; so he assigned a lower speed 170 and a lower altitude 2500. He asked us if we had the airport in sight and we went visual. At this point I pushed FLCH and manual speed to decelerate and we got left high. When I turned the autopilot off to manually fly it I started a descent [and] autothrottles got disconnected while I was on the approach. [I] lost awareness of the airspeed. I was doing 145 when approach speed was 135 at 500 and I was high so pilot monitoring called missed approach; autothrottles disconnected again on missed approach. The missed approach was flown fine. Came back and landed runway 31R with more than 50 minutes of reserve.I should have disconnected the autopilot and descended for a lower altitude earlier and continuously monitor my airspeed as well. Should [have] called flaps 2.


Second narrative: My First Officer was on approach and got left high and also experienced loss of situational awareness because we had some wake turbulence and he couldn't get down and stable; was doing 25 kts. above approach speed and was high. I called go around and he went around.He should've disconnected the autopilot and [hand-flown] the airplane.


Synopsis: EMB-175 flight crew reported executing a go-around following an unstabilized approach into STL. A wake turbulence encounter was cited as contributing.