elihoole/asrs-aviation-reports huggingface dataset:
Date: 201504
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Challenger CL604
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: Enroute on an empty reposition leg; we encountered severe turbulence and mountain wave near ALS. Aircraft began to climb in excess of 1000 fpm and accelerate near red line despite us slowing in anticipation to M .76. Upon acceleration I quickly went to idle thrust; and then deployed the boards to 1/4. At that time the plane began to encounter the turbulence. The plane banked to what looked like near or slightly over 30 degrees left and was rattled by heavy jolts of turbulence at the same time. The other pilot helped by grabbing the ailerons at which time we worked as a team. He tried to keep the wings level and descend as I adjusted power and boards to keep plane at a safe speed. We advised ATC of turbulence and need to descend to which they cleared us to FL370. We were unable to adequately see the altitude and told them we would be descending until we could get good control of the aircraft. ATC turned a couple of planes out of our way; and we recovered and smoothed out at FL350. After a bit and a visual check of the wings and control checks; we decided it was best to make a precautionary landing to get a better exterior inspection and contact our mechanic. Enroute weather also made us decide to get a better idea if any damage occurred before entering more possible turbulence. Upon landing; we contacted our mechanic; looked at the areas that he recommended for damage; and found none. We also looked at the chart he emailed to us from the maintenance book about weight to G force ratio; and we decided we were in the clear; and no further inspections were needed. The flight continued with no further issues.




Synopsis: CL604 Captain experiences severe turbulence over ALS at FL390 resulting in a 1;000 FPM climb at idle thrust and partial spoilers. Flight eventually descends to FL350 with ATC's approval; but the Captain cannot read the altimeter during the initial descent due to the turbulence. The crew elects to divert to inspect the aircraft for damage before continuing to destination.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Waste Water Disposal System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: [The aft lavatory dump] valve was found damaged. A large chunk of ice was found around the service panel. [I] determined the valve was damaged and needed replacement. The hangar was informed to replace the valve. A Supervisor signed off the leak check as ok. The aircraft was sent to the gate leaking causing an unsafe condition and a delay. The aircraft was sent back to the hangar where the valve was replaced. This substandard maintenance needs to be stopped; pressure from management to produce aircraft. Schedule outweighs safety in the eyes of some management employees. Suggest not allowing management to disregard procedures and leave assignment of all out of service aircraft to the crew chief and maintenance technicians.




Synopsis: Following the discovery of 'Blue Ice' in the aft lavatory service panel; the aircraft was relocated to the hangar for a dump valve replacement. It was reported that a supervisor cleared the leak check as okay; and the aircraft was sent back to the gate for a scheduled flight. Prior to departure; it was determined that the valve was still leaking; so the aircraft was again sent to the hangar and the valve was replaced.
Date: 201212
Local time of day: 1801-2400
Location: ROA.Airport, VA
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Fatigue
Anomaly: Other Fatigue
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Work Refused
Contributing factors: Staffing
Primary problem: Staffing

Narrative: I have been a Flight Attendant for 3 years. [My] company has created a culture; specifically among flight attendants; that fatigue calls are not allowed. We only know this is an option due to word of mouth; and after a fatigue call the company holds a meeting among supervisors to determine if you were truly fatigued or if the fatigue is placed on your record as a 'trip failure' or 'occurrence' -- which you are punished and/or fired over. We have such a staffing shortage currently with flight attendants that those of us who have spent years on reserve are working 6 day trips at least twice a month with usually 2 days off between to recover (possibly 3 at most). Fatigue report: 12/XX (third consecutive day flying) - I woke up early [and] hungry as there was no food available in the hotel/area; and no transportation available. After arriving at the airport; it was discovered they did not have the correct anti-ice fluid for snowy conditions. After a 2 hour delay the snow tapered 'enough' to de-ice the wings and tail with the type A fluid (not the fuselage). The block time back was +3 hours. My second flight took off and then had mechanical issues in flight and had to air return.  We swapped aircraft and continued; dutying out at 2:11 a.m. After getting a taxi and arriving at the hotel; I got in bed at 3:15 a.m. I slept almost 5 1/2 hours (airport van at 9:50 a.m.). (8 hours reduced rest) [On the next day]; fourth consecutive day flying; I woke up tired from such little rest and had an almost 2 hour Maintenance delay. I worked a turn and was then assigned another turn that put my duty day at 11:53. We boarded and taxied out to the runway; but had to gate return with yet another maintenance issue. The Mechanic was not able to quickly diagnose the issue so we deplaned. With the new departure estimate; my duty exceeded 13 hours and I called in fatigued. I got to the hotel at 3 a.m.; was back at the airport at 10 a.m.; flew 4 flights; and just couldn't make it 2 more legs that would get me back around midnight. My body was physically shaking and weak and I felt like I was on the verge of vomiting. Even though my company feels like I should have 'sucked it up and continued;' I knew there was no way I could have prepared for any type of emergency; let alone even serve the almost 100 passengers on those 2 flights. I went home and slept until 9 a.m. the following day when I was called back in to work another 12 hour duty day; followed by yet another day of flying (day 6).




Synopsis: Regional air carrier Flight Attendant reported fatigue is a pervasive issue at his airline; which actively discourages calling in fatigued.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the secondary relief pilot on the flight. During [initial] climb; passing 100 AGL; a high vibration was felt in the aircraft and it was evident that it was caused by the Number 4 engine. The vibration monitor showed 5.0. Power was reduced on Number 4 until the vibration lessened at about 70% N1. We continued the climb as the analysis was made and upon level off after the after T/O check at 3;000 FT the Engine Limit/surge/stall checklist was accomplished. We declared an emergency aircraft without the need for additional assistance. After conferring with Dispatch and Maintenance Control we agreed the best course of action was to return to our departure airport. We notified the flight attendants and made a PA announcement to inform the passengers of the reason for the return to the field but the landing would be delayed due to the fact that we would need to dump fuel. ATC was notified of the need to dump and we were given holding over RAINS intersection to do so. Again Dispatch was notified with the intended amount of time in the hold. We also requested performance data for the landing. The approach; landing and taxi in to the gate were normal.




Synopsis: A trans-pacific B747 flight crew experienced excessive engine four vibrations shortly after takeoff; declared an emergency; dumped fuel and returned to their departure airport.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After lowering the gear we received a hydraulic #1 system fail warning. We prepared the cabin for an emergency landing; declared an emergency with the Tower and fire trucks met the aircraft. We stopped on the runway and notified operations for a tow to the gate.


Second narrative: [No substantive additional information was included in the secondary narrative.]


Synopsis: After suffering the loss of their number one hydraulic system the flight crew of an EMB-145 declared an emergency; landed safely and was towed to the gate.
Date: 201904
Location: ZZZ.Airport, US
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Training / Qualification
Second reporter function: Technician
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors; Manuals
Primary problem: Human Factors

Narrative: Working Aircraft X for tire change write up on number one tire for wear found brake not centered on axle. Removed brake assembly for further inspection and noted brake sleeve missing. Inspection came out to identify damage to axle.


Second narrative: I helped change the number 1 brake on Aircraft X. As I recollect there was nothing strange while removing the brake. Also installing the new brake nothing seemed strange; no looseness or wobbliness was felt; also while installing the tire and spinning it for torquing no looseness was felt. This is the first and only time I have helped change a B787 brake assembly! I have changed many brakes on other fleet types. I can only speculate that maybe the sleeve was not there when I helped change the brake. I would think that if it would have come off with the brake I helped change; that it would be attached to the old brake assembly and that the overhaul shop would have notified someone about it! I do not remember who I was working with this night; but there was at least 1 other set of eyes on this job that did not notice a problem with this brake change. It was being changed for normal routine wear!


Synopsis: During tire change on B787 aircraft Maintenance Technician observed brake sleeve missing.
Date: 201606
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: EC135
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Rotorcraft; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Received a flight request at about XA:30. I built the risk assessment on the iPad and didn't push send because I was waiting for our com center to send the flight to ZZZ. I went and talked with the flight crew to make sure that they would be comfortable with the thunderstorms out west and go over the risk assessment with them. They ended up being fine with the flight and I accepted it at XA:35. As I was walking through the com center I was told that there was a drone operating in one of the parking lots next to helipad and that the com center was going to call to have them stop operations. This was the biggest distraction for me. I knew nothing about any scheduled drone activity. When I lifted off I called the control tower and asked if they had been informed that there was a drone operating in their airspace. They also were unaware of the drone. The control tower said they would call the state police. Once I was clear of the hospital and no longer worried about the drone I realized I forgot to push send on the iPad for my risk assessment and wait for approval. I had my com center call and let them know. [Control] told them I would need to call in. Once I landed at the scene I shut down and called. [Control] got the flight approved and we finished the fight. The only thing I would say is maybe have my com center ask if I have sent in my risk assessment when I'm walking out the door. But this is not their responsibility and the fault is mine 100%. I got distracted and forgot to push send and wait for the approval from [Control].




Synopsis: Medevac helicopter pilot reported being advised of a UAV which was operating in the vicinity of his proposed flight path. This information caused him to be distracted which resulted in his non-compliance with company risk assessment procedures.
Date: 201603
Local time of day: 0601-1200
Location: LAX.Tower, 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; Tower LAX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Ground controller cleared us to taxi full length Runway 25R. Just prior to reaching intersection F we switched to tower frequency 120.95. After passing F we were cleared for takeoff at F intersection so the Tower controller asked why we didn't stop. Our clearance limit was the end of 25R not a random intersection. The ground controller should have specified taxi to 25R and hold short at intersection F for possible intersection departure. The fact that there is a note on the chart to monitor tower for possible takeoff at that intersection does not require you to hold short.




Synopsis: While taxiing to LAX 25R; the First Officer reported that they were cleared for takeoff on a taxiway behind them after missing the hold short of taxiway note. Ground had cleared them to taxi full length.
Date: 201410
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: While in cruise at FL300; The aircraft encountered the wake of a B747 ahead. The aircraft abruptly banked 45-60 degrees left uncontrollably. We also lost 200-300 feet in altitude. The FO (pilot flying) regained control of the plane and stabilized the flight path by overriding the autopilot. I advised ATC and was told the 747 was 10 miles ahead. We were talking to ABQ Center at the time in the vicinity of the beginning of the Eagul arrival into PHX.If we were really 10 miles behind the waking aircraft; as ATC claimed at the time; then that is woefully inadequate spacing. The aircraft banked in excess of our capability to correct initially. We had passengers thrown to the ground and scared. Wake turbulence dissipates over time not distance and that should be the criteria for adequate spacing to prevent these occurrences.




Synopsis: B737-800 Captain reported encountering wake turbulence at FL300 in trail of a B747 resulting in a 45-60 degree bank and loss of 200-300 feet of altitude.
Date: 202106
Local time of day: 0601-1200
Location: LSE.Airport, WI
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZMP
ATC / advisory: Center ZMP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Got a terrain warning coming into LSE. We briefed the company page on it before descent. Cleared for visual approach and entered downwind leg. Descended too low on downwind and got the terrain warning. Climbed higher and dropped the gear to get out of the terrain caution area.[Suggest] Make a higher and wider pattern; brief the company page closer to landing so it's fresh in our minds.




Synopsis: Captain reported receiving a terrain caution on approach into LSE airport.
Date: 201704
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; 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
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the working relief pilot. Shortly after gear was retracted; I saw and smelled an acrid smoke. Seconds later; EICAS message; 'Smoke detected crew rest F/D.' Donned O2. Called Flight Attendant at 1L with no answer. Later found out they couldn't hear the chime over smoke alarm. Smoke seemed to dissipate a bit. Captain directed me to go to bunk area to confirm issue. Smoke was in bunk room; smoke alarm at 1L; and smoke detected alert on cabin alert panel. No fire witnessed just smoke seen and smelled. Returned to cockpit donned mask as precaution once again. I coordinated the satcom call with dispatch. Dispatcher was very difficult to understand. Very thick accent. Relayed message that returning to [departure airport]... Asked for phone patch to [maintenance control]. Relayed info to him and told him of the choice to land overweight. By this time we are being vectored onto final. Landing uneventful; mindful of brake temps after landing.


Second narrative: The First International Relief Officer (IRO) tried to contact the cabin crew and was unable to reach anyone. The smell had almost completely dissipated but we could still hear the alarm coming from the back. The IRO looked through the door and could see the lead Fight Attendant standing in the hallway area. We decided to send her back into the cabin to assess the situation since we could not speak to the Flight Attendants. The second IRO was monitoring the communications in the cockpit and guarding the door. The first IRO checked the bunk area and could not find any evidence of the source of smell or faint hazy smoke.


Synopsis: B777 flight crew reported seeing and smelling acrid smoke accompanied by an EICAS message regarding smoke detected in crew rest area after takeoff.