elihoole/asrs-aviation-reports huggingface dataset:
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Weather elements / visibility: Thunderstorm; Turbulence
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: During our flight from ZZZ to ZZZ1 severe weather storms had begun to move into our course of route. ATC advised us of the weather and gave us a reroute to the ZZZ2 VOR which was significantly off route from our original flight plan. Unfortunately; after re-calulating our new flight plan and fuel; we noticed that due to our reroute we would be landing at ZZZ1 with minimum fuel. After getting our new performance numbers we slowed down to long range cruise and advised dispatch and ATC of our fuel situation. Letting them know that if we continued to fly to the ZZZ2 VOR that we would be landing with min fuel. We were given 'deviations as necessary direct ZZZ1 when able'. Our radar showed two storm cells about 3-5 miles in diameter. We decided to deviate around these cells and proceed direct ZZZ1 once clear of the storm. While navigating around these storms we began to experience updrafts and downdrafts. During our course of route the autopilot was engaged and suddenly began to deviate from FL290 by +800/-300 ft. The VSI (Vertical Speed Indicator) showed a climb and descent of +/-4;000 feet per min and the cockpit windows became fogged. During this time the airplane did not feel like it was pitching this extreme and did not exceed +5/-2 degrees. Altitude miscompare flags appeared on our PFD'S (Primary Flight Display) and the VSI had a RED X for less than 5 seconds. I began to run the QRH. ATC contacted us about our altitude and asked if we were having a rough ride. We responded and advised of the situation and were cleared to descend to FL240 at pilot's discretion. After the airplane was stable at FL290 we descended to FL240 and landed at ZZZ1 with 2;400 pounds of fuel and no further incidents.




Synopsis: EMB-145 flight crew reported severe weather in cruise.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZAN
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: To the best of my recollection on approach to ZZZ [ATC] was reporting winds 16 gusting to 30. [ATC] was also asking all airplanes taking off or landing if they were experiencing wind shear. Some were and some weren't. The aircraft landing ahead of me was a Dash 8. When [ATC] asked the pilot if he'd experienced [any] wind shear; he reported he hadn't. After overflying the windsock I decided to land Runway XX. Around an estimated 8-10 feet off the ground I experienced wind shear that caused my plane [to] loose lift and drop hard onto the runway. Upon landing; the right side front shock clevis broke. Forward ground speed at the time was no more than an estimated 10 miles per hour due to the wind speed and the landing speed of my plane; which is 25 miles per hour. Upon breaking; the shock apparently acted as a crutch as no damage was done to the wing (other than a cracked fiberglass wingtip); no damage was done to the prop; and no damage was done to the lift struts.After gathering up some volunteers we lifted the right wing to get the landing gear back under the plane and used ropes and a ratchet strap to secure it enough to push it off the runway and to transient parking. The next day; with my mechanic's help; we inspected the wing; prop; struts and landing gear; installed a shock absorber and I flew the plane home.Although I couldn't ask for a better outcome (no damage to the plane and no injuries); I got lucky with the shock rod acting as a crutch. I will be installing safety cables to protect the plane in event of another landing gear failure.




Synopsis: Super Cub pilot reported experiencing windshear during landing.
Date: 202003
Local time of day: 0601-1200
Location: E10.TRACON, CA
Weather elements / visibility: Turbulence; 10
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: TRACON E10
Second aircraft: Galaxy (C5A)
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: [I] was cruising at 10;500 ft. msl. Having just past the PMD VOR northbound and on a heading of 315; I was in the vicinity of WJF when I encountered wake turbulence from an aircraft. There were no traffic alerts or advisories; however 3 military aircraft were seen. One; a C130; was crossing west to east and ~1;000 ft. lower than us. Two others; estimated to be a C5A and a KC135; were turning south and would pass off our left wing approximately 5 miles to the west. I assumed they were descending on approach to Edwards AFB as this is along a straight line from this position.None of these aircraft passed in front of us nor were at the same altitude us.[I] encountered wake turbulence [and] was immediately rolled inverted and to the right approximately 270 degrees of roll. To recover from this upset I continued the roll to a wings level attitude; but the nose was ~ 30 degrees low (below the horizon) and we were on a course of 253. The recovery was normal and the forward airspeed did not exceed 180 kts. Vne for this aircraft is 220 kts. and Va is 182 kts.We contacted Joshua Approach and informed them of our upset; saying we had just done a uncommanded 'barrel roll' and had recovered. There were no injuries to passengers nor damage to the aircraft. After recovery we regained our cruising altitude of 10;500 ft. msl but overshot when I misread the altimeter and reset the autopilot.During the upset we were using an autopilot which did not disengage during the event.We continued our flight and landed at our destination with no further problems. Subsequent checks showed no damage or loss of fuel or fluidsConsidering the number and type of aircraft operating in the vicinity of our flight; I believe we should have been alerted to the traffic and the possibility of wake turbulence in the vicinity.




Synopsis: C310 pilot reported a loss of aircraft control due to a possible wake turbulence encounter.
Date: 201507
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZDV
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; 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: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Our clearance was YOKES4 DEHLI ONL...ZZZ. We were assigned RWY 25; due to performance requirements we requested RWY 17R or RWY 8. We departed 17R and took off. We looked at the SID chart in air to again verify YOKES then DEHLI. We agreed that it looked correct. ATC then asked where we were going told them to ZZZ currently direct to DEHLI. We were assigned a heading and given a phone number to call. I asked if there was a different route for us to fly he said no. In flight I asked dispatch if they heard anything; we were not aware of what the issue was. Called [ATC] on the ground. He stated that there was a fix after YOKES called CHICI then DEHLI and that there has been other crews/flights that have had the same issue and they are tracking the problem. He stated they have notice possible RWY changes and or FMS issue may be leading to the deviation. He also said [manufacturer] is tracking the problem. RWY change due to performance needs; the small print in the corner of the chart showing the one fix that was missed. Possible software issues with the FMS. Look into how the FMS loads the departure when loading different RWY's; let other crews know that this is occurring on this departure; making the part of the SID chart with the CHICI fix in it larger.




Synopsis: CRJ-200 Captain reported a track deviation when his FMS apparently failed to load the entire YOKES4 SID out of DEN.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Communication Breakdown; Distraction; Time Pressure
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On a flight from ZZZ-ZZZ1; we were cleared on the standard route.  Having not flown as much as usual during the COVID-19 pandemic; I tried my best to stay ahead of the airplane where possible.  We began performing the brief for the ZZZZZX arrival before performing the climb checklist; and also briefed our eventual landing on [Runway] XXL at ZZZ1.  During this time; we reached our cruising altitude of FL220; but did not realize that we had missed the completion of the climb checklist.ATC notified our aircraft that our altitude readout was between 250-300 feet higher than it should have been.  This was because we did not reset the altimeter through FL180.The decision to brief the arrival and approach earlier than expected caused a routine checklist to not be performed at the normal time. Altimeters were reset; the checklist was performed; and altitude was corrected. Although staying ahead of the airplane is generally a good idea; don't allow the neglect of standard procedures to be what breaks the barrier to safety.




Synopsis: Air Carrier Captain reported not completing the climb checklist resulted in an altitude deviation during departure. The Captain cited the decision to brief the arrival and approach earlier than expected caused a routine checklist to not be performed at the normal time.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Snow
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other De-Icing
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Improperly Operated
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: Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Pre-flight; Routine Inspection
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Cockpit filled with 'smoke' after turning on packs following de-ice. [The apparent] cause was De-icing fluid must have gotten into the bleed air system. We got some from the APU supplied bleed air. I had hoped that the engine bleed air system was not affected; but it was actually worse. We de-iced during heavy snow and I halted the process when it was apparent that the intensity of the snowfall was such that the entire Type I/Type IV process wasn't sufficient to stay ahead of the snowfall. Turning on the packs with APU bleed air we experienced 'smoke' in the flight deck but none in the cabin. Packs off stopped the problem. We waited 30 mins until the snow lessened and completed de-icing. Hoping that the problem has corrected itself I put the packs on using engine bleed after waiting 3 minutes. However; the 'smoke' returned even heavier. FA's (Flight Attendants) reported a slight smell. We returned to the gate and the aircraft went out of service. Never saw this in XX years of flying.




Synopsis: B737-800 Captain reported a 'smoke' in the flight deck event resulting in a return to gate.  The aircraft was subsequently taken out of service.
Date: 202108
Location: CLT.TRACON, NC
Flight conditions: Mixed
Weather elements / visibility: Cloudy; Thunderstorm
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B CLT
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Unmanned Aerial Vehicle sighting. On ILS 36L; about 4;000 ft MSL Captain reported seeing 2 drones left of the aircraft. Unfortunately since the objects were on the other side of the cockpit I have not had direct line of sight. According to the Captain they appeared stationary; or flying in formation.Crew reporter the sighting to the approach controller and continued the approach without incident. Weather conditions were broken clouds; towering Cumulonimbus with bases tops 3;000-7;000 ft if memory serves right.

Callback: Reporter had no additional information to share.



Synopsis: Air carrier flight crew saw two UAS while on final approach to landing and reported the sighting to ATC.
Date: 201906
Local time of day: 1201-1800
Location: FIT.Airport, MA
Flight conditions: VMC
Weather elements / visibility: Clear; 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Taxi
Airspace: Class G ZBW
ATC / advisory: CTAF FIT
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As I was taxiing out to Runway 20 at FIT I was coming up to the second to last taxiway on the right; where I observed [another light aircraft] coming towards the taxiway from the hangar. I observed the pilot in [that aircraft] taxiing head down at a normal taxi speed. He was not able to see me and I had to hard brake to a point where the squeaking from my brakes was able to startle him enough where he raised his head. He stopped on the intersection at about my 2 o'clock position; and he was looking at me at which point he made a radio call apologizing that he 'did not see me there' I asked him to please keep his head up when taxiing; because if it was anyone else taxiing around not looking up; there would have been a taxiway collision where my prop would have been eating through his wing.




Synopsis: C152 pilot reported braking abruptly to avoid a collision on a taxiway at FIT airport.
Date: 201410
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: HS 125 Series
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: I have an ASAP report on file from [a few months ago] concerning a fuel leak where the mechanic told me that it was going to be signed off as an acceptable leak in order to be moved to a place where it could be fixed. I subsequently found out the sign off was used to keep the airplane in service. At the beginning of the trip I am presently on I ran into a pilot friend who while discussing the alarming amount of fuel leaks in the Hawker relayed the story of a recent incident he had with a plane where the odor of fuel in the cabin aft of the club seats was so strong he felt it was a fire hazard inside the plane. He wrote the airplane up.Today; a few days later; I just happened to be assigned to [a particular Hawker]. I did not remember that this was airplane I had the fuel issue with [a few months ago]. While pre-flighting with the APU running the odor of fuel in the aft service bay was overwhelming; and there were drops of fuel under the keel. Looking through the logbook; this plane has been written up twice for a fuel leak/strong odor of fuel twice since I wrote it up. Both times it has been signed off as CND and has continued in service. One of the write-ups was made by the friend who I ran into earlier this trip who had the strong smell of fuel in the cabin.I spent a little time in the aft service bay looking for visible leaks. The First Officer I'm flying with spent less time in there but he also was overwhelmed by the odor. Both of us were light headed for an hour afterwards.




Synopsis: HS-125-900XP Captain reported encountering multiple fuel leak issues over the last few months in the Hawker fleet that he feels are not being properly addressed by Maintenance.
Date: 202012
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Pushback
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Gate agent was ready for early push. Planned Dangerous Goods was printed and noted. Cabin was secured and ground crew ready to push 10 mins early. Checklist completed and push back clearance received; as the IRO I was checking all the documents as many were being printed as we began push. I noticed that we had not received the final DG. The Captain stopped the push and we called operations. Final DG showed up right away and continued push with out further issues.


Second narrative: Gate agent came up early said they were ready for push. I think that we were caught off guard by the agent saying they were ready that early. We pushed early. The IRO was cleaning up the paperwork and noticed we did not have the final DG summary. We had only pushed a few yards; the Captain stopped the push. We notified ground and called ops to ask about the final DG Summary. As we were talking to ops; the final DG Summary printed out. We called ground and continued the push without incident.


Synopsis: B-787 First Officer reported pushback initiated from gate without required Final Dangerous Goods Report. Documents received after momentary delay.