elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Local time of day: 1801-2400
Location: SFO.Airport, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower SFO
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: Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: After landing on Runway 28R at SFO we cleared the runway at taxiway T and were instructed to cross 28L and join T and then D. We were currently on T as we began to cross the runway. I didn't realize that to join D the turn needed to be done on the crossing runway. We completed the crossing of Runway 28L on T and missed the turn onto D. We cleared 28L; still on T; and called Ground. There was an aircraft under tow on B that was instructed to give way to us and we were instructed to join taxiway A and proceed to the ramp without incident. This is a very confusing intersection that combined with the location of taxiway signage made the instructions that we were given very difficult to understand. I think that better taxi planning and better ATC verbiage could help to prevent this confusion in the future.




Synopsis: Air carrier Captain reported a taxiway incursion at SFO. Captain cited signage as a contributing factor.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Situational Awareness
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Security; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working swing shift when Aircraft X was getting ready to depart from ZZZ Gate X. I got called for a C/B (Circuit Breaker) tripped in the aft galley. I was present when the same aircraft arrived in the morning; with galley C/B tripped when it left ZZZ1 and then in flight to ZZZ; as I stated in the two previous TSAP's; our workgroup; spent hours troubleshooting the faults that seemed 737 related; after never reaching any definitive faults and many conversations between us and also with Maintenance Control; then we noticed the routes and crew were too close to be a coincidence; we then noticed one particular crew member that was linked to several flights and this was the 4th time I personally saw him; in the approximate location of the faulted galley; I notified my Supervisor and Lead and also briefed two managers from in-flight services. I have tracked Aircraft X since and noted deferred oven was Op checked and signed off as no faults found in ZZZ2 three days later; also no other galley ovens or coffee makers C/B's have tripped since today.


Second narrative: Reported C/B's (Circuit Breakers) tripping in the FWD and AFT galleys; several flights with a pattern of happening after power transfer at departure; after hours of research AMM's (Airplane Maintenance Manuals); troubleshooting manuals and avionics group conversations; we determined the only common thread on multiple flights; the same flight attendant that a few of us noticed several times with the same faults in the same general area of the aircraft; I personally saw him on 4 flights that were either taken out of service or delayed; sometimes for two hours or more. This particular flight from ZZZ1 to ZZZ; had C/B's tripped at departure; Op's checked and signed off then in flight the same thing again; we met the plane; briefed the Captain; brought my Supervisor and Lead and In-flight Supervisor to confront him; nothing happened as he walked away through the terminal; without interference.


Synopsis: Maintenance Technician reports that cabin crew member is making false write-ups for non-existent aircraft discrepancies.
Date: 201811
Local time of day: 0601-1200
Location: A90.TRACON, NH
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B A90
ATC / advisory: TRACON A90
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: We departed Runway 22R on the PATSS 5 Departure. Climbing through 6000 feet we were asked by Departure Control if we were flying the departure. We said that we were and climbing to 14;000 feet. ATC informed us that we were south of course and headed direct to JAITE intersection. We looked at the MCDU and noticed that BRRRO intersection was no longer in the LEGS page. Both the First Officer (FO) and I recalled seeing BRRRO in the LEGS when we did the Departure Briefing as it has a 250 knot speed restriction. We departed behind an Airbus and we were climbing trough 4000 feet and encountered some wake turbulence and I corrected the flightpath. We made the turn at TJAYY and I was looking for the preceding aircraft and climbing through 6000 feet when we were asked about our track. ATC gave us a vector to rejoin the departure and we continued without further incident. I remember some issues in the past about the departures out of Boston and I referenced the [Airport Information Page] and found nothing about those issues any longer. I have no idea as to what may have happened for us to bypass/lose BRRRO intersection.




Synopsis: B737 Captain reported a wake turbulence encounter as well as a track deviation departing BOS when a waypoint dropped out of the route for unknown reasons.
Date: 201905
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Physiological - Other; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: My crew and I experienced a fume event. While in-flight; the Flight Attendant #2 and I started to experience headaches and nausea. The Flight Attendant #2 reported that she detected an odor while in-flight that made her dizzy and once on the ground while deplaning; I could smell an odor that I could only identify as a type of chemical smell. The Flight Attendant #2 described what we had experienced to the pilot; I am not sure if it was the Captain or First Officer; and he told her that it sounded exactly like a fume event. Once off the plane; my nausea subsided but I still had an intense headache.




Synopsis: A321 Flight Attendant reported experiencing a fume event in flight resulting in health issues.
Date: 201310
Local time of day: 1801-2400
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Light: Dusk
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: 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: Ambiguous

Narrative: Aircraft struck A380 wake turbulence. Flying into sun late afternoon [at FL360]; we saw the contrails of an approaching aircraft at FL370; left to right at an angle of approximately 45 [degrees]. It was first viewed at about our 11 o'clock; then moved slowly through our 12 o'clock to pass down our right side; 1;000 FT above at FL370. I estimate it was 2 miles at its closest. We could not determine the aircraft type; but thought it was probably a B777 or similar. After the aircraft had passed we noticed that the contrails had descended rapidly to our level; and we then flew through them; encountering a short burst of moderate turbulence that surprised us with its ferocity.The seat belt sign had been off due to a totally smooth cruise. I checked in with the Purser and was relieved to find out that there were no injuries in the cabin. I would estimate the total encounter time to be under 3 seconds. I called into SLC Center to ask what aircraft type had just passed us; and they replied that it was an A380; super category. I advised the Controller that we had hit a significant level of wake turbulence; but fortunately no injuries. He could not have sounded less interested. I told him we should have been notified of such a large aircraft in our vicinity and I said I would be filing an ASAP to highlight the event.This had to be a completely avoidable situation; with some proactive activity on the part of ATC. I am wondering why that aircraft was not [pointed out] to us; and why increased separation strategies for heavy or super aircraft are not being applied especially in RVSM airspace. If we had both been turned to the right early enough; that wake would not have been an issue. How is it that I am routinely advised of opposite direction and converging aircraft of aircraft like RJ's but when a super wake turbulence category A380 comes along; no warning is given?




Synopsis: B757-200 Captain reported wake turbulence in cruise at FL360 from an A380 at FL370. Captain stated he would have liked a point out from ATC.
Date: 201604
Local time of day: 1201-1800
Location: OMA.Airport, NE
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C OMA
ATC / advisory: Tower OMA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After being cleared for a visual approach to runway 14R at OMA; while on a wide left base leg; we were notified of air carrier traffic to follow. After searching for them and slowing (configuring for speed change) a visual descent maneuver was initiated toward the runway which was in sight since about 20 NM from the airport. The aircraft EGPWS alerted us 'Obstacle' 'Pull Up'; and a tower (1807 MSL) on the final approach course was immediately seen by both pilots and avoided by initiating a climb from around 2100 MSL to 2400 MSL. We were configured; on-speed; and stable by 1000 ft AGL; and a normal landing followed. There was no mention of anything out of the ordinary from ATC.




Synopsis: A CRJ-900 FO reported receiving an EGPWS alert  from a nearby tower while on a visual approach to Runway 14R at OMA.  They were outside the FAF and below the glideslope intercept altitude.
Date: 201312
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
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: Generator Drive
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were just leveling at FL 380 when the 'A' autopilot disengaged and we noticed we had lost the Number One Engine Generator. The First Officer had noticed the #1 Drive light illuminated; accompanied by the #1 Source Off light. I was the pilot flying and maintained aircraft control. I then engaged the 'B' autopilot and re-engaged the autothrottle. We then ran the Drive Light and Source Off Light Checklists per the QRH. Since the APU had been deferred we decided to return to our departure airport; due to having only one electrical power source remaining.  We coordinated our return with ATC; then notified Dispatch; the flight attendants; and our customers of the situation. We also ran the Diversion Checklist. The weather remained VMC throughout the flight. We flew an uneventful approach and landing. We were not overweight upon landing; and Maintenance personnel met us at the gate. We did not declare an emergency.


Second narrative: The weather remained VMC throughout the flight.


Synopsis: Dispatched with an inoperative APU the flight crew of a B737NG was forced to return to their departure airport when the left generator drive and source off lights illuminated thus rendering them with only a single AC electrical source.
Date: 201706
Local time of day: 0601-1200
Location: DAL.Airport, TX
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DAL
ATC / advisory: TRACON D10
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Normal trip to DAL; drop passengers off then continue on. As I checked on with 2nd approach controller; he informed me to expect ILS 31L. I responded that I would like ILS 31R (due to FBO location); controller stated I would have to follow a Boeing. That would be ok I replied. At this point I assumed (wrongly) that I would get the ILS 31R so I loaded the approach and since I was on vectors I activated it. Appeared to be standard vectors to 31R until the controller turned me to the intercept (280 degrees I believe) and told me to intercept the 31L localizer. I questioned the controller to verify 31L; which he did. At this time I quickly loaded the ILS 31L into the FMS and verified the inbound fixes and frequencies on the MFD. My CDI was showing full deflection left of course so I called a missed approach to sort things out and followed the controllers' instructions. On vectors for ILS 31L I once again verified the inbound fixes and localizer frequencies on the MFD and radio tuning head; all were correct. Once again I was turned inbound and given an intercept heading (330 degree I believe). As I approached the inbound course on the MFD I looked for CDI movement; there was none. I selected CDI to localizer #1 to exit FMS overlay and go to basic VOR/LOC; CDI now showed me 1 dot right of course so I made the correction left to center the CDI. Approach controller now called and stated I was right of course; what are my intentions. I replied I was correcting left and he then switched me to the tower.I made a number of errors during this approach which were very basic.1. Failed to verify the ILS I was going to get. 2. Slow operation of the FMS in a pressing situation. I failed to activate the ILS 31L on the FMS after loading it; not good.




Synopsis: GA pilot reported a go-around and subsequent approach to ILS Runway 31L at DAL due to poor FMS set up.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Contributing factors: Aircraft; Procedure; Manuals; Human Factors
Primary problem: Human Factors

Narrative: Before departure I randomly decided to look at the L1 door. I noticed that there was daylight coming from the aft vertical part of the door. I walked down from the upper deck to inspect the status of the door and noticed that the daylight was a 2-3 inch gap. The door handle was in the down and locked position and the forward part of the door was latched. Being that we were in a BCF (Boeing Converted Freighter); we had no way of knowing that the door was not secure because the BCF had no doors synoptic. I informed the Captain and he came down to inspect the door right about the time the ground crew personnel noticed the door was ajar. The door was then closed properly and we went on our way. The safety concern that we had as a crew was that we had no checklists or instructions to verify the L1 door was closed on the BCF; and without a doors synoptic page; we wouldn't of known it was still ajar. [Recommend incorporating] a check before departure from the crew to verify the L1 door is closed on BCFs that do not have door synoptic pages.




Synopsis: Air Carrier First Officer reported door L1 ajar on 747-400 Boeing Converted Freighter prior to departure.
Date: 201706
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: MD-11
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; General Physical Injury / Incapacitation
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While climbing through FL360 to our assigned altitude of FL370 we encountered severe wake turbulence from a preceding MD-11 aircraft; which was at an altitude of FL390 and on a diverging heading. Our aircraft suddenly made a violent left banking roll and pitched up. The bank exceeded approximately 30 degrees of roll. We also had momentary loss of aircraft control. I was the Pilot Flying and immediately disconnected the autopilot and had to aggressively apply pitch and roll input in order to get the aircraft back under control. We immediately contacted ATC to report the incident and to Dispatch via ACARS. We also contacted the Flight Attendants to check their status of any injuries as well as the passengers. The Flight Attendants reported no injuries to themselves or the passengers. One Flight Attendant did report she had fallen on top of the passengers but was OK. Approximately 30 minutes later the same Flight Attendant notified us that she was not feeling well and wanted to get replaced once we arrived. We asked her if she needed any medical attention and she refused. We continued with no other issues. Once we landed I called Dispatch; Maintenance Control; and the Chief Pilot on Call. A logbook entry was made due to the severe wake turbulence.


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


Synopsis: B737 flight crew reported a momentary loss of control climbing through FL360 after encountering severe wake turbulence from an MD-11 at FL390.