elihoole/asrs-aviation-reports huggingface dataset:
Date: 201512
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: Cloudy
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B NYC
ATC / advisory: TRACON N90
Aircraft component: Approach Coupler
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: Vectored in at 3000 speed 170 knots with autopilot flying; cleared for the ILS 22L approach at EWR.  The aircraft intercepted the LOC and then the GS while configured at flaps 20. At GS capture the aircraft pitched up abruptly (un-commanded) and then made an equal and opposite correction below to return to the GS; this continued in a series of decreasing magnitude of up and down in a wave to a point at 2000 where the whole thing washed out and a stable approach was flown to a landing. I have personally noted this event on nearly all arrivals within last 10 weeks and while flying all different versions of B75/6 aircraft; but this event was very similar to my last reported event. The pitch disturbance was great enough that my First Officer seriously considered disconnecting the autopilot. But; again. All was well by 2000 feet.This event was bad enough to disturb my passengers; it needs to be addressed.




Synopsis: ILS coupling during approach to 22L EWR resulted in oscillating pitch changes above 2000 feet.
Date: 201811
Local time of day: 1201-1800
Location: ZZZ.Airport, AR
Flight conditions: VMC
Aircraft: A319
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: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
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
Primary problem: Aircraft

Narrative: We were level at FL 340; approaching ZZZZZ. We received a HYD G ENG LO PR....G SYS LO PR ECAM. We ran the ECAM and turned off the PTU (Power Transfer Unit) and GREEN ENG PUMP. We [advised] Center; coordinated for a long straight in approach. We used alternate gear extension per the procedures. Landed normally and stopped straight ahead on the runway. We were then towed to the gate.


Second narrative: At cruise altitude we lost the green hydraulic system and got associated ECAM showing the Green reservoir level low. Captain directed duties and we ran the checklists. We discussed all CRM implications of the lost system and [advised ATC]. Captain flew flawless landing.


Synopsis: A319 flight crew reported losing a hydraulic system and landing in a nearby airport.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger; Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Transient cabin odor detected by flight deck; cabin crew and individual passenger. Odor seemed associated with aft cabin temperature control adjustment; was brief and cleared quickly when a lower temperature was selected.




Synopsis: B737-800 Captain reported temporary fume event during cruise that dissipated.
Date: 201502
Local time of day: 1201-1800
Location: ZOA.ARTCC, CA
Flight conditions: Mixed
Light: Night
Aircraft: B757-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Aircraft component: Oil Filter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot 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: Air Traffic Control Issued New Clearance; Flight Crew Inflight Shutdown; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise altitude between Los Angeles and Honolulu abeam DIALO fix. A 'Right Eng Oil Filter' caution message appeared. The captain was the pilot monitoring and ran the checklist. The checklist eventually directed us to shutdown the right engine; which we did. We were at the ETP so elected to continue towards HNL. We were already south of track on a weather deviation so we remained on that 15 mile left of track and got clearance to descend to 20;000 feet. Captain was able to get an HF conference call phone patch with dispatch; maintenance and chief pilot. The decision was made to divert to PHTO which we got clearance for and proceeded direct. We had a deadheading company 757 crew on board and the captain had one of them come up and assist which was helpful. Approach and landing were normal for single engine and no other problems arose. Passengers were kept informed and cabin crew stated that they seemed calm and not unusually upset.




Synopsis: A B-757-300 flight crew responded to a 'Right Eng Oil Filter' caution message and shutdown the engine. They received clearance to a lower altitude and elected to divert to an airport short of their destination.
Date: 201905
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Confusion; Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: All preflight and subsequent checks conducted were normal according to FM (Flight Manual). FO (First Officer) was flying pilot. After liftoff; he called for gear retraction and I proceeded with the action. However; after lever movement to the up position; a gear disagree condition became obvious with lights display; feel; and sound. It goes without saying that very serious concerns about the possibility of the inability to obtain terrain clearance; even without an engine failure; was a major factor to consider. Immediate steps were taken to successfully remedy this situation and condition. ATC (Air Traffic Control) was initially notified of the problem; and then advised once it was resolved; so we could continue without any further associated problems or similar conditions. Dispatch; Maintenance Control; and Maintenance were notified and a ELB (Electronic Logbook) report made before and upon arrival.The Manual gear extension access door was found with a very slight gap (smaller than what shows in Ops Bulletin 1-XX-XXX) and indistinguishable from above and looking normal. It is believed that on rotation the FO's flashlight may have come out of his pocket and may have landed on that door and caused it to create this condition; which in my previous 9;500+ in type I have never experienced.




Synopsis: B737-800 flight crew reported being unable to retract landing gear after takeoff.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Airliner 99
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Elevator Control Column
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure; Weather
Primary problem: Aircraft

Narrative: Taking off of an icy runway in IFR conditions with malfunctioning flight controls. to safely abort the takeoff. maintained directional control by slowly reducing power through the various gates all the way to reverse with little brake use until the very end. the flight controls were malfunctioning; so I chose to abort the takeoffI became aware that there was a flight control malfunction when I pulled on the yoke to rotate; but the plane refused to takeoff.I believe there to be a frozen connection between the yoke and the elevator. The airplane sat on the ramp for over two weeks with its last flight on Date. All the while; moisture and below freezing temperatures did their worst.The aircraft stayed stationary for over two weeks completely exposed to the harsh ZZZ winter elements. Utilizing the aircraft more could have prevented this issue. It could be also said that this issue could have been noticed during taxi flows/checklist. However; with the aircraft being new to me; I thought that everything was normal for the aircraft. I should have terminated the flight at the taxi flows/checklist; but again I thought this was normal. The control lock was removed; therefore the yoke should move freely about.




Synopsis: Pilot reported on takeoff the elevator was marginally controllable which resulted in rejected take off. Reporter stated the aircraft had sat for two weeks in freezing conditions.
Date: 201812
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E N90
ATC / advisory: TRACON N90
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown; Training / Qualification
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: We were on the RUUDY 6 Departure; and we have flown this departure many time. The owner was flying and I was PIC. We briefed the departure and he said he was familiar. We ended up on a heading past DAVIM when he continued up to 1;900 feet. We should have turned at 520 feet direct DAVIM and leveled at 1;500 feet.Unknown to me; the owner had touched the screen on our new Garmin TXi panels on his side and locked on position at Runway 24. This stopped his map from moving with the plane and he became lost on the departure and remained on heading and climbed through altitude. I saw something was wrong and we corrected to WENTZ and descended to 1;500 feet.This is a departure that a lot of things happen fast and is very hard to recover in time.We installed new high-tech Garmin TXi panels which is great but the training is basically learn as you go and what Garmin provides is generic and very simple. I have been unable to get info from Garmin on how to train pilots in the plane with this system by simulating failures in the aircraft. On top of this; I received recurrent training in a PC12 simulator the week before with a totally different Bendix King EFIS 50 system and this was the first flight after that which added to the confusion.




Synopsis: PC-12 Captain reported an altitude and heading deviation due to unfamiliar equipment and unexpected action by the Pilot Flying.
Date: 201807
Local time of day: 0601-1200
Location: BOS.Airport, MA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X had near miss with a small drone off right wing about 150 feet away at 200 feet AGL parallel to Runway 32 and the shore line.




Synopsis: B737 First Officer reported an NMAC with a drone during approach to BOS.
Date: 201310
Local time of day: 1201-1800
Location: CLT.Tower, NC
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
Airspace: Class B CLT
ATC / advisory: Tower CLT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: CLT Tower was trying to allow aircraft to takeoff with minimum spacing between landing aircraft. They cleared a Dash 8 for take off in front of us. He would have still been on the runway when we touched down. We went around at approximately 100-200 FT AGL. We had an uneventful go around; and came back for another approach. I have done quite a few go around's in CLT where the Tower controllers misjudge the spacing between aircraft. This happens way too often and it causes a lot of wasted fuel for the airline. It creates a stressful and unsafe operation.




Synopsis: CLT Air Carrier arrival initiated a go around on short final when departing traffic became a factor; the reporter claiming CLT Tower controllers frequently misjudge arrival/departure separation requirements.
Date: 202005
Local time of day: 0001-0600
Location: ZME.ARTCC, TN
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZME
ATC / advisory: Center ZME
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure; Chart Or Publication; Airspace Structure
Primary problem: Human Factors

Narrative: Aircraft X was doing a practice approach. Upon conclusion of his approach; I issued him direct leaving 3;700 feet which was the MIA(Minimum IFR Altitude) to maintain 4;000 feet. After communications transfer to TRACON there was a MIA of 4;100 feet that Aircraft X clipped. The portion of flight through the elevated MIA was about 3-5 miles. I didn't call TRACON at that point because the aircraft was going to exit the higher MIA just as fast by remaining on course as a vector would and there was IFR traffic at 5;000 feet.  I didn't realize the MIA change until the MSAW (Minimum Safe Altitude Warning) went off. Maybe have an earlier MSAW alert before the aircraft penetrates it but it was my mistake.




Synopsis: A Center Controller reported they issued an aircraft a direct routing and did not realize the route was below the Minimum IFR Altitude.
Date: 202002
Local time of day: 1201-1800
Location: LAX.Tower, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We took off from full length on 25L. An A320 took off immediately before us from 25L/F. We were cleared for takeoff while he was probably 4000' down the runway. I waited until he was airborne before applying power. We were reduced thrust and quite heavy; but I did push the power up about 2%N1 after thrust lock as a mitigation. It wasn't enough as at about 1000' we encountered his wake. It would have spilled coffee so I classify it as moderate. Probably no more than 10 degrees bank but I did use about half yoke deflection more than 2 times. Lots of induced uncoordinated yawing; though I keep my feet on rudder pedals and I think that dampens much of the yawing. I lowered the pitch a bit and added some thrust. I also delayed flap retraction call. We were in the wake for about 10 seconds. No injuries and everyone was in his/her seats just due to phase of flight. Winds were basically calm and air was smooth. The wake probably was less than 40 seconds old and probably had little decay due to low eddy dissipation rate conditions. We were [on] RNAV course and I assume same as his course though I don't recall his takeoff clearance. I reported the encounter as a moderate wake encounter to SOCAL. Had we been an RJ; it would have been 'sporty.'  I was surprised by the severity of the encounter behind a similar sized airplane. SoCal told us he would let Tower know and later he said Tower would give more spacing. Later; a flight attendant told me that was a bit scary. I think the dutch roll sensations and the smooth--not smooth--smooth nature of an encounter is concerning to the passengers and flight attendants.




Synopsis: B737NG Captain reported encountering moderate wake turbulence departing LAX in trail of an A320.
Date: 201409
Local time of day: 0601-1200
Location: LVK.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D LVK
ATC / advisory: TRACON NCT
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: ATC Issue All Types; Airspace Violation 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 Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was on flight following to PAO and talking to ATC when they informed [me] that I had just transitioned LVK's airspace and that I should call LVK; which I did right away. LVK Tower told me that they would like me to call first before transiting their airspace. I was under the impression that if I was talking to ATC already that I did not need to go off frequency to call the Tower; but I now understand that I need to call whoever's airspace I am in to communicate. This route over LVK is a high traffic route and talking to multiple controllers would only add to my work load; so for me; I will either route around Class D airspace or climb over as needed from now on.

Callback: Discussed 7110.65 2-1-16 Surface Areas; controller's responsibility with pilot. He was extremely grateful that we called to get more information from him and reassured his mind in what he had been thinking for the last twenty years.



Synopsis: Pilot under flight following is advised he has violated a Tower's airspace. Pilot is confused and thought ATC would take care of the issue of the point out.