elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
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 System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Time Pressure
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: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 37;000 feet the Auto Fail light illuminated on the air conditioning panel along with the master caution light. The pilot monitoring started the QRH procedure for the Auto Fail Light. During the procedure the cabin was uncontrollable; the cabin altitude went above 10;000 feet and the masks dropped in the cabin. Both crew members donned oxygen masks and initiated an emergency descent. We established communications with the flight attendants and determined all in the cabin were on oxygen and no one had problems at this time. We [notified ATC]; diverted to ZZZ; safely landed the airplane and taxied to the gate.During the QRH procedure; we could not extinguish the Auto Fail light and the cabin became uncontrollable. Small inputs to outflow valve would not correct the situation.


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


Synopsis: B737-800 flight crew reported a complete loss of pressurization at cruise altitude and that standby control did not recover the system.
Date: 201712
Location: ZZZ.ARTCC, US
Weather elements / visibility: Turbulence
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Light turbulence reported and experienced. Crew doing their duties and reported injuries.




Synopsis: B737-800 Captain reported experiencing light turbulence resulting in flight attendants reported injuries.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 170
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Rudder Control System
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Personal
Reporter function: Dispatcher; Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Training / Qualification; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Human Factors; Environment - Non Weather Related; Weather
Primary problem: Human Factors

Narrative: The landing was tail low and hard on the mains. The consequence of this was a tail wheel shimmy resulting in the tail wheel rudder control chain disconnecting from the tension spring. The result of this was no rudder pedal control of the tailwheel with the rudder pedals; freely castoring. Right crosswind correction was applied; but the crosswind caught the vertical fin and spun the airplane into a right ground loop.   There was no injuries or property damage. Just some slight damage to sheet metal because of the excess action of the landing gear. Also the main was sent out for alignment and magnafluxing for stress.   I did have a perception problem because of an up-sloping runway.  The F.A.A. has required me to take commercial test and check flight over for competency.




Synopsis: A C170 pilot approaching an up sloping runway landed tail first; then hard on the mains which disconnected the tailwheel steering resulting in a ground loop. The main landing gear was magnafluxed and aligned.
Date: 201507
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Corporate
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The flight progressed normally until we were given the clearance to fly the GIBBZ 2 arrival and to descend via the GIBBZ 2. This occurred approximately 8 miles west of JIMVE intersection. We were at FL280 with clearance to cross JIMVE at flight level 210. The rate of descent to make that happen was not reasonable or normal for passenger comfort. I believe we missed the crossing restriction.Flying into Washington Dulles (IAD) often; we have experienced the controllers giving us the arrival with a descent via only to be vectored off course or a different altitude than required.  This plays havoc with the avionics system trying to keep up or possible input errors in the reprogramming process which requires the pilot to manually fly the aircraft. I believe once the arrival clearance is given with descend via. If any changes are required they should be vectors to and descents to fixes and the original clearance not reissued.


Second narrative: Flying into Washington Dulles (IAD) often; we have experienced the Controller giving us the arrival with a descend via only to be vectored off course or a different altitude than what is published. This plays havoc with the FMS SYSTEM attempting to keep up. At times even requiring the Pilot to hand fly the arrival. This in turn creates a heavier workload for the crew. I believe once the arrival clearance is given with via descend; if any changes are required they should be vectors to descents to fixes and the original clearance not reissued. If the clearance was unrealistic the crew should notify the Controller immediately however. These arrivals are designed to reduce workload for the crew as well as for the Controller if applied properly.


Synopsis: CE680 Flight Crew laments the numerous changes issued by PCT after assigning a descend via clearance.
Date: 201605
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Workload; Troubleshooting; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Returned To Gate; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Procedure; MEL; Human Factors
Primary problem: Procedure

Narrative: Due to multiple ECAM (Electronic Centralized Aircraft Monitoring) notifications prior to takeoff and a return to the gate; the maintenance release in question had two deferrals and associated MEL flight crew procedures that seem incompatible with each other. On this Flight Pack 2 was deferred inop due to a faulty flow control valve and the No.1 engine HP (High Pressure) valve deactivated. Despite independent and numerous cross checks of the pilot procedures to make sure they didn't conflict with each other; another flight crew pointed out an important pressurization issue having these two items deferred at the same time. The pilot procedures for [the MEL] (deactivated HP valve in closed position) state that during flight at low power settings; the associated engine bleed switch should be selected off and the operative bleed pre-cooler outlet temp monitored. If the temp exceeds 240 degrees; the pack associated with the inoperative bleed system should be selected off. If this occurred; the only operative pack would be shut down and a pressurization problem would ensue. Consequently; these two MELs are not compatible with each other.




Synopsis: An A319 with conflicting MEL's was issued a Maintenance Release and taxied for takeoff. The crew realized a #1 Pack Flow Control Valve MEL'ed inoperative and a failed #2 Engine High Pressure Bleed Valve could not simultaneously be inoperative. The flight returned to the gate.
Date: 201411
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Duchess 76
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Cruise
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter function: Instructor
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were doing a planned Engine Shutdown as part of the lesson. After student successfully shut down the left engine and feathered the prop using his checklist; he started to execute the Engine Secure Checklist as discussed and briefed from before. Me as the instructor; I noticed that the intercoms were not functioning. I was unable to hear or talk to my student nor to the passenger in the backseat which was also another student observing. I checked my headset jacks to make sure they were plugged in correctly. But that didn't solve the issue. At that point I also started to smell smoke (no visible smoke). I started to look at the instruments and equipment on board and I noticed the following: ISO BUS 2 circuit breaker popped out and the right load meter was indicating zero load and the under voltage light was on for the right alternator. At that point I knew that it was too much load on the right alternator and that it shut down. I tried to reset the ISO BUS 2 circuit breaker by pushing it in twice but it wouldn't stay in. So I left it alone and started to shut down unnecessary electrical items (Fuel pumps and lights). I took control from my student and started turning towards the airport squawked 7600 hoping that we can restart our avionics. After 2 minutes I tried to reset it one last time; it worked and I was able to restart all comms and avionics. I immediately started our descent from 4;500 feet and contacted tower and I told tower that we might lose radio comms any minute. Tower gave us a straight in which was perfect for our Altitude and position and not too long after; cleared us to land. After landing safely I was able to taxi back to the ramp without any issues. I grounded the airplane.




Synopsis: BE76 instructor reports loss of electrical power and electrical fumes after shutting down the left engine during a training flight. The ISO Bus 2 circuit breaker is found tripped and two reset attempts are unsuccessful. Nonessential electrical equipment is shut down and the aircraft is turned toward the home airport. After two minutes; a third attempt to reset the circuit breaker is successful and a landing ensues.
Date: 201505
Local time of day: 1201-1800
Location: ORD.Airport, IL
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: Ground ORD
Aircraft component: Integrated Audio System
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: I have been flying the 737 for over a month now and I discovered a serious safety concern. In my 20 years of flying; the radio control panel has been on the center console for both the Captain and First Officer. While the Captain taxied the aircraft with his/her left hand on the control wheel steering; their right hand is able to select the radios when the First Officer is switching between radio 1 and radio 2. The First Officer can also select the radio in use for the Captain.With the current radio panel setup on the Captain's left side; I am forced to take my hand off the tiller while in a turn to switch the radio panel. This has caused the aircraft to jerk when I release the NWS (nose wheel steering) to select a radio. If any flight attendants are up and about they could get hurt. Now when I have to select a different radio; I stop the aircraft; then I switch the radio. This is a real safety concern and should be addressed.




Synopsis: B737 Captain reports that the communication panels on his aircraft have been moved to the side console from the center pedestal making it difficult to steer the aircraft during taxi and make changes to the radios.
Date: 201604
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Light: Dusk
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: Approaching the SLMON fix on the KOHOE3 arrival ATC had descended us to FL340. As we approached our FMS generated descent point; we began to experience rapidly growing static over Comm 1 frequency 120.57 (DEN center). We both recognized it as most likely P-static (Precipitation Static) due to the nearby convective activity to the south of our position. After just a few minutes the static became almost continuous with no ATC or other aircraft communications audible over the static. As we were approaching our descent point I made several radio calls to DEN center with no response heard over the static. Also made several calls in the blind to other aircraft on Comm 1 [and] Comm 2 as well as freq 121.5 with no response. By this time; we had passed our descent point by some distance [and] were high on the profile for the KOHOE3 arrival. A decision was made to begin a descent without a clearance from DEN center due to our lack of communication. TCAS was checked for possible conflict with none observed; code 7600 was set [and] a blind broadcast was made indicating our descent. Descending through about FL250 static resolved with normal communication established with DEN center. Descent continued with ATC clearance; new frequency assigned followed by a normal approach [and] landing. A follow-up phone call was made to dispatch to clarify the event [and] answer any questions. A phone call was also made to DEN center to clarify any questions [and] to determine if we had incurred any traffic conflict in our NORDO condition and/or descent. They indicated there was no conflict as traffic was cleared beneath us once our 7600 squawk was received [and] our descent anticipated by center.


Second narrative: With no communication possible with ATC and with the aircraft getting increasingly higher on the descent path; the situation was quickly discussed between the Captain and First Officer and the decision was made to initiate descent via the published arrival altitudes and follow the published Lost Comms procedure on the KOHOE arrival.


Synopsis: B737 flight crew reported their radios became unusable due to P-static and elected to begin the descent into DEN per NORDO procedures. Communication improved descending through FL 250.
Date: 201308
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class C SCT
ATC / advisory: TRACON SCT; Tower RAL
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: As I departed I called RAL Tower to transition their airspace and they notified me that I had traffic at 12 o'clock at the same altitude. I climbed and started a turn to the left looking for the traffic. I found the traffic and notified RAL tower; as they approved my transition but notified me to call SOCAL as I had climbed into Ontario's airspace to avoid the traffic.Even though I had broke into the airspace; it should not be an issue as it was done to avoid an accident. After I had the traffic in sight I lost attitude to get out of the airspace ASAP. I did contact SoCal when I left RAL's airspace as directed by RAL.




Synopsis: When the pilot of a homebuilt departing RIR took evasive action to avoid traffic he inadvertently entered controlled airspace.
Date: 201303
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 605
Operator: Corporate
Operating under: Part 91
Flight phase: Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: After departing Runway 24; we were assigned the RUUDY departure. We climbed to 1;500 FT and leveled off. I engaged the autopilot. As they switched us over to Departure; the magenta VNAV altitude above the IVSI changed from 1;500 to 2;000 FT. Believing we had crossed the WENTZ Intersection; I dialed 2;000 FT in the altitude selector and selected VS; beginning a shallow climb for 2;000 FT. The pilot not flying stated 'we are not past WENTZ we need to stay at 1;500.' I rolled the VS wheel down to descend and disconnected the autopilot; descending back towards 1;500. We had climbed to 1;620 FT before descending. Operations continued as normal with no ATC interaction. Confirm VNAV altitudes above IVSI with way point passage in FMS.




Synopsis: CL605 First Officer reports leaving 1;500 FT for 2;000 FT prior to crossing WENTZ on the RUUDY 4 when the magenta VNAV altitude above the IVSI changed from 1;500 to 2;000. The pilot-not-flying Captain pointed out that WENTZ had had not yet been crossed.