elihoole/asrs-aviation-reports huggingface dataset:
Date: 201502
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Our aircraft was released for duty with the left pack inoperative. At FL350;our final cruise altitude; the right pack had an over temp and It shut down.  We put on our oxygen masks and went to the QRH. We were able to get the right pack up using STBY N and we continued to destination without incident. R PACK TEMP; followed by R PACK INOP.




Synopsis: B767 First Officer reports being dispatched with the left pack inoperative then having the right pack trip for an over temp at FL350. Masks are donned and the QRH is complied with; resulting in the pack being reset in STBY N.
Date: 201710
Local time of day: 0601-1200
Location: ACJ.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZTL
ATC / advisory: Center ZTL
Reporter organization: Corporate
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the incident date; I was the pilot not flying on a crewed aircraft. The pilot flying told me before the flight that he hadn't slept good the night before and thought that it might have been something he ate. It was agreed that he would fly the first leg and I would fly the last two legs of the day as we are both rated on the airplane. As we began to level off at FL250 with the autopilot engaged; the pilot flying told me that he thought he was going to be sick and asked me to get him a trash can. I retrieved one from the cabinet behind our seats. Just as I handed him the small can; he began vomiting uncontrollably all over the cockpit and then slumped back in his seat unconscious. I told one of passengers that I needed assistance in the cockpit. The passenger came to the cockpit as the sickened pilot regained consciousness and began throwing up again. I disengaged the autopilot and began an emergency descent from the right seat while contacting ATC. As luck would have it; the Controller took a while to answer as he was on the landline. I [advised ATC of] the other pilot's incapacitation and that I needed vectors to the nearest airport. During this time; the passenger assisted in helping the sick pilot who went in and out of consciousness. I told ATC to have medical personnel enroute to the non-towered airport which was approximately 12 miles west of our location. It took about 12 minutes to descend from FL250 and then land at the airport. Medical personnel arrived shortly after landing and the sickened pilot was transported to the hospital. The pilot who became sick was diagnosed with atrial fibrillation which caused the episode. He had no prior history of heart problems. We were fortunate that there were two of us in the cockpit. ATC was extremely helpful during the event. The event was an eye opener as we all train for rapid decompression emergency events and even pilot incapacitation scenarios but I never would have imagined what happened in our situation.




Synopsis: Pilot of a turboprop aircraft reported diverting to an alternate airport after the other pilot became incapacitated.
Date: 201207
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
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: Climbing out with autopilot engaged.  We notice airplane was flying in a slight left bank.  We analyzed the problem; fuel balanced; engine parameters all normal.  Flight control page showed right aileron full down. Rudder trim indicated 1.5 to 3.5 right.  Stopped climb at FL270 and slowed to 280 knots.  Contacted Dispatch and Maintenance Control.  We concluded the best course of action was to return.  On descent we experienced a jolt as right aileron returned to normal deflection; followed by right aileron returning to full down deflection. Thinking flight controls were in deteriorating situation; we declared emergency and landed safely.

Callback: The reporter states that the handling qualities did not seem to be compromised in any way and the aircraft landed normally with full flaps.  He has not heard what actions by maintenance were necessary to return the aircraft to service; but did notice that it was still present 24 hours later.



Synopsis: A320 Captain reports noticing the aircraft is flying with the left wing slightly down during climb and the rudder trim is to the right.  The ECAM flight control page indicates the right aileron is deflected full down.  An emergency is declared and the flight returns safely to the departure airport.  During descent a jolt is felt as the aileron returns to its' normal position and quickly returns to the fully deflected position.
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-42 Cheyenne III/IIIA
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: The day before the flight subject of this report; I received a phone call from company personnel advising me the left fuel gauge indication was accurate and the right fuel gauge indication was equal to the quantity shown on the left gauge. As a result of this information I added in extra fuel in my flight planning. On the last leg of the day; repositioning the aircraft back to home base I had been cleared to land. While on the left base turn; the right low fuel pressure light illuminated and the right engine lost power. I turned directly to the touch down zone while the pilot flying right seat secured the right engine and feathered the prop. I landed the aircraft; cleared the runway and was taxiing to the ramp when the left engine became sluggish and almost completely stopped. As it appeared the left engine would not continue to produce enough power to get the aircraft to the ramp; I advised the pilot operating the radio to advise the tower I would be shutting down the left engine as a precaution and we would need a tow into the ramp. After this call the left engine regained some responsiveness to the power input and I was able to continue to the ramp. At shut down the left gauge was indicating 500lbs of fuel and the right gauge was indicating 200 pounds.I believe inaccurate fuel gauges resulted in 700lbs reading when fuel was exhausted.


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


Synopsis: A Piper Cheyenne 3 flight crew reported engine failure in flight related to fuel exhaustion; even though the fuel gauges showed about 700 lbs of fuel on board.
Date: 201808
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Other Person
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Flight arrived in LAS. There were two electric wheelchairs that were not properly identified on the paperwork. The arrival record did show gate check wheelchairs in both forward and aft cargo compartments; however; they were both electric with drycell batteries. The weights were not correctly submitted and there were no notations that they were HAZMAT.




Synopsis: Ramp Crew reported two electric drycell wheelchairs incorrectly tagged; loaded; and shipped.
Date: 201411
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure; Airport
Primary problem: Procedure

Narrative: We were in position and hold on runway 22L at ORD; a B777 was lined up on 28R full length.  The B777 was cleared for takeoff on 28R and about 20 seconds later we were cleared for takeoff on 22L.  We were very light and the aircraft accelerated quickly. We encountered the jet blast from the B777 just at the 80 knot call which caused our aircraft to yaw violently to the right about 20 degrees off runway heading and slid about a plane's width across the runway. Quick action by the First Officer corrected the yaw deviation and the aircraft was brought back under control and straightened out. The takeoff was continued with no further problems. In retrospect I should have probably called an abort but the the reaction to recovery was so short by the time I thought about it we were already back under control and there was no longer the need to abort. ATC never cautioned us of the jet blast but had cautioned an aircraft landing on 28L about the heavy taking off 28R.Suggestions: To avoid this in the future I will not accept a takeoff clearance; nor should one be given after the launch of heavy jet off a runway that has the jet blast crossing your takeoff runway without sufficient time for the blast to dissipate.  This unique geometry of the 2 runways at ORD should be treated in the same manner as we do wake turbulence.  This should also apply to any other airport runway configuration with a similar geometry.  The aircraft on runway that would get the jet blast should always be cleared for takeoff first prior to have the other aircraft especially a heavy receive takeoff clearance; or an appropriate delay is required.  The other would be a blast fence erected between the 2 runways. If an aircraft was landing on 22L with the same scenario and encountered the jet blast in the flare it could easily cause a loss of control and an aircraft accident.




Synopsis: CRJ-200 Captain reported directional control difficulties on takeoff roll on ORD Runway 22L when they encountered jet blast from a B777 on takeoff from Runway 28R.
Date: 202110
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection; Pre-flight
Result: General Work Refused
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I discovered a motor scooter that gate checked and put into the cargo bin.  After calling our [company] Hazmat team and referencing both the Hazmat manual and the FOM; I decided to refuse a motor scooter.  It was similar to the Bird or Lime scooter that you can rent on the streets or big cities.  It had a Lithium battery that was 144Wh and could not be detached from the scooter.  The gate agent kept telling me it was OK.  The passenger was calm when I told him what my decision was and the gate agent is trying to return it to his family in ZZZ. The Undeclared Hazmat was removed from the aircraft. This is second time in two months that I've had undeclared Hazmat on an aircraft with [company name].  The Customer Service Agent and gate agents didn't understand my level of concern.  I would also like to know about these batteries earlier that's 5 minutes before push.




Synopsis: Air Carrier Captain reported refusing Undeclared Hazmat cargo during preflight. Lithium Ion battery powered mobility device was removed.
Date: 201908
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Flight Director
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing LAX from [Runway] 25R on the ORCKA 3 RNAV SID.  On initial climb and somewhere around the DOCKR intersection; my flight director bar disappeared.  Because of this; I cannot say with complete confidence that we made the required turn to 236 degrees at DOCKR as required per the RNAV SID.  We did make the left turn as soon as possible without LNAV or flight director and used the heading bug as a reference.  I do not know what caused LNAV/VNAV to disengage. We did encounter changes in pitch; roll and airspeed about that moment commensurate with a minor wake turbulence encounter.  However; I do not believe this was related to the loss of LNAV/VNAV but did contribute to the overall confusion of the situation.  We were able to re-engage LNAV/VNAV and also autopilot and the departure continued uneventfully.




Synopsis: B737NG First Officer reported a track deviation occurred departing LAX after the flight director bar disappeared.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: On approach to ZZZ my instructor and myself were given a left down-wind approach and Runway XX was active. We were coming in from the west; and there was another plane approximately 6-8 miles directly behind us same altitude. We crossed runway centerline; and joined the left downwind for the runway. The aircraft behind us continued in and was also given a left down wind pattern entry. In my plane we did a touch and go which we were approved for and I believe asked to continue upwind before turning. What we hadn't realized is that ATC had asked us to continue directly into the side of the other aircraft. We didn't have them in sight; and I received a notification of a converging situation from Foreflight. The nose on the climb was obscuring the view of the other aircraft. Upon receiving the notification; the upwind path was deviated from; due to ZZZ's poor Tower controllers. This has been an ongoing issue with poor traffic management. This is the second time I've had a near miss in the last year or so training out of this field.




Synopsis: C172 pilot reported NMAC and cited reoccurring issues with ATC Tower.
Date: 201511
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAX
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Distraction
Second reporter function: Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing on Runway 24R at LAX; we understood the taxi instructions to be Taxiway Zulu reverse Yankee; contact Ground. After we turned on Yankee; Tower instructed us that the clearance was not to turn on Yankee and to listen up to instructions next time. We held on Yankee; replied 'Roger 'and contacted Ground as instructed and taxied to the gate. We must have missed the 'do not' taxi on reverse Yankee due to radio congestion and after landing callouts and flows.


Second narrative: [Report Narrative Contained No Additional Information]


Synopsis: Airline crew clearing runway at LAX misunderstood taxi clearance.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Altitude Hold/Capture
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While enroute from ZZZ to ZZZ1 and approximately 10 nm west of ZZZ2; ZZZ Center called to confirm that we were level at our assigned altitude of FL370.  The autopilot and profile were engaged; but we were climbing through FL375.  We disengaged the autopilot; descended back down to FL370; and reengaged the autopilot and profile.  I think we reached ~ 750 high before descending.I did not notice the aircraft start a climb.Do not become complacent in level cruise with the autopilot engaged.


Second narrative: In cruise at FL370; approximately 10 NM west of ZZZ2; approaching ZZZ2; I had been cleaning the glass of all the displays; including the altitude window on the FCP. ZZZ Center asked us to 'confirm FL370;' which prompted me to look at the altimeter and I discovered were in a climb passing 37;500 feet. I disconnected the autopilot and forced the plane back down to FL370; reconnected the auto pilot; re-initiated our altitude in the FMS; and reported FL370 to ZZZ Center. Center said nothing to us again until they commanded a frequency change.In the act of cleaning the altitude window I must have rotated the altitude select dial to a higher altitude; and the airplane being in profile did what I told it to do; which was climb.Don't mess around on the FCP without monitoring the airplane flight path.


Synopsis: Air carrier flight crew reported that while cleaning the cockpit displays; the altitude selector was inadvertently changed resulting in an altitude deviation.