elihoole/asrs-aviation-reports huggingface dataset:
Date: 202111
Local time of day: 1801-2400
Location: LAS.Airport, NV
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAS
ATC / advisory: TRACON L30
Second aircraft: B737 Next Generation Undifferentiated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We crossed the hold-down fix SELLZ 400 ft. high while climbing expediently to avoid wake turbulence from a B737 we were departing behind; and had been in its wake since 500 ft. after rotating. Focused on climbing out of their wake; I called for max power and was maintaining max climb rate when we realized we were to level at 8;000 ft. As I was hand flying; I initiated a descent and topped out at 8;400 ft. before beginning our return to 8;000 ft. Passing back through 8;300 ft.; ATC said 'I see you are returning to 8;000' and handed us off.


Second narrative: The First Officer was hand flying the aircraft and flew 400 ft. above the 8;000 ft. max altitude at SELLZ. We flew through the [wake] of the aircraft ahead of us numerous times and the F/O was trying to climb above the preceding aircraft's flight path. I said that we needed to level off at 8;000 ft.; but he didn't recognize the error and didn't level off until we had climbed to 8;400 ft. I stated that we needed to descend back down to 8;000 ft. immediately when ATC told us that we missed the hold-down at SELLZ. Then ATC saw us quickly descending back to 8;000 ft. and verbally acknowledged our correction.


Synopsis: B737 flight crew reported overshooting an altitude restriction after being distracted by a wake turbulence encounter departing LAS in trail of a B737.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Aircraft component: Oil Pressure Indication
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Troubleshooting; Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Procedure; Manuals; Aircraft; Human Factors
Primary problem: Procedure

Narrative: October 2012; I was assigned to work a B767-300 aircraft that had a Maintenance entry of a # 1 Engine Oil Pressure Indication problem. I found the Oil Press Transmitter faulted. We replaced the transmitter per Maintenance Manual (M/M) and accomplished an [oil] Leak Check as required by the M/M. The flight crew ran the engine on the gate and no leaks were noted. I was made aware that this aircraft had a flight interruption and returned to ZZZ with a problem with engine oil loss in flight.

Callback: Reporter stated the oil loss was found at an oil line elbow fitting further down from where he replaced the Oil Pressure Transmitter on # 1 Engine. He recommends a higher power setting when performing Oil Leak Checks because the Idle Power run settings at the gate are not sufficient to determine whether or not if leaks will occur.



Synopsis: A Line Mechanic reports a B767-300 aircraft returned to departure airport due to engine oil loss in flight.  He had replaced the Oil Pressure Transmitter on # 1 Engine prior to departure.
Date: 202201
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: ADS-B (Automatic Dependent Surveillance - Broadcast)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Denver Center warned all aircraft entering their sector that they had been experiencing 5G interference. While descending on the SSKII 3 Arrival; we had an ECAM showing NAV ADS-B 1 and 2 faults. This message disappeared and reappeared several times. About 5 minutes later we lost both GPS 1 and 2. We never recovered the GPS's. During a later descent; the aircraft leveled at BOENG intersection at 9;200 feet with a green ALT CONST FMA. The published altitude was 9;000 feet.  According to ATC; several other aircraft had also reported issues with their ADS-B and GPS systems.




Synopsis: Air carrier Captain reported losing ADS-B and GPS signals inbound to DEN. ATC advised the crew several other aircraft were experiencing ADS-B and GPS system issues possibly due to 5G interference.
Date: 201407
Local time of day: 1201-1800
Location: ZSE.ARTCC, WA
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZSE
ATC / advisory: Center ZSE
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Human-Machine Interface; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working R3 during a busy session with 20 plus minute metering delays. I accepted the handoff from Sector 2 of Aircraft X from PDX to ANC. Because we have to do manual hand offs to Canada; I called to make the hand off and confirmed the aircraft's altitude and route of flight. In the midst of the hand off I realized the aircraft was not headed towards the fix indicated in the computer so I ended the call and queried the aircraft to their actually route of flight. I then updated in the computer and re-did the hand off. This is the second incident in as many days from the transferring controller of an aircraft with incorrect route data in the computer. I don't know why it happened.Additional training for the CPC who handed me the aircraft.




Synopsis: ZSE Controller discovers route variation of aircraft and fixes the problem.
Date: 201508
Local time of day: 1201-1800
Location: A80.TRACON, GA
Flight conditions: IMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While working S Departure we requested the tower to stop using RNAV Dual departures due to weather obstructing the South Departure lane. The Tower launched Aircraft X on a BRAVES departure and then Aircraft Y on a Non-RNAV 250 Heading inside of Aircraft X. I have not reviewed the tape nor do I recall Aircraft Y advising me that he was on a heading. I stopped Aircraft Y off at 8;000 on initial contact (climbing out of 3;000) and got a good read back. I then went back to Aircraft X and issued 'Leaving 8;000 cleared direct BRAVES.' I assumed that Aircraft Y was still on the RNAV and would turn parallel to Aircraft X. When I noticed Aircraft Y pass FTBALL without turning I issued a turn to the South. Aircraft were approximately 2 miles apart and Aircraft Y was level at 8;000 and Aircraft X was out of 8;600. When transitioning from RNAV to VECTOR the pilot phraseology may or not convey the fact that the aircraft is on a vector or climbing via the SID. While working departure with numerous requests for deviations and outside coordination happening rapidly it is very easy to miss when the tower transitions. I find day-in and day-out I have to question pilots as to their RNAV status.An easy fix to this problem is for Local Control to key the landline and advise departure an time they transition from RNAV to headings (Example 'Aircraft Y Non-RNAV; Heading 250' or 'Aircraft X is the last RNAV departure.'I really can't believe we don't do this already as a matter of procedure.




Synopsis: A80 Departure Controller reported that two aircraft came off on different departures that were a conflict of each other. One was on a RNAV departure and the other was assigned a heading; but inside of the RNAV departure. Reporter wants some type of standardization to let the Departure Controller know if the aircraft is on a RNAV departure or a heading.
Date: 201901
Local time of day: 0001-0600
Location: EWR.Airport, NJ
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class B EWR
ATC / advisory: TRACON N90
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent on the ANJLL4 arrival; the Captain (Pilot Flying) used the speedbrake lever. As the lever was extended; the aircraft started an abrupt roll to the left. It was confirmed via the synoptic display that the spoilers on the left and partially on the right were not extending. The crew extended the gear to slow the aircraft to the ATC requested speeds during approach as there was no way to slow without properly functioning spoilers.  Aircraft malfunction. Heavy rain in ZZZ could have frozen the controls in cruise flight.  Examine each aircraft to make sure water intrusion doesn't happen.




Synopsis: B767 First Officer reported uncommanded left roll when extending speedbrakes.
Date: 202001
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Reverser Actuator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Manuals; Procedure; Aircraft; Company Policy
Primary problem: Procedure

Narrative: Working aircraft XXX I was assigned MCM card 4933 and 4934 thrust reverser upper locking hydraulic actuators integrity test. References (AD)-2019-XX-XX. Could not complete this card because Under planning notes: Qty 2 each of CPN ACT6310 actuators as required for this engine position per aircraft to be on hand to accomplish this work card and on page 2 of 16 AD 2019-XX-XY applies to the entire card. This AD can not be deviated from. This was Priority 0 and the supervisor [name removed] gave me a directive to complete this card even though we did not the two CPN ACT6310 in stock.During crew chief meeting with Manager and Supervisor crew chiefs were informed this card will be accomplished and the planning notes do not apply to maintenance.Management must also comply Per GPM 02.XX.X B 1. under Maintenance Obey the Maintenance or modifications procedures and specifications related to Airworthiness Directives and Special Federal Aviation Regulation (SFAR) 88 Verbatim.




Synopsis: Technician reported being informed that the company won't follow procedures on work cards relating to an AD for thrust reverser actuator functional checks.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Fuselage Skin
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
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 Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [I had an] in-flight emergency. Exhaust directly entered cabin due to opening of fuselage floor pan directly behind exhaust pipes. Extreme heat and exhaust entered cabin causing a rapid degrading of cockpit conditions. Mayday called. [I] informed responders that landing will be made at closest airport.




Synopsis: Pilot of an experimental aircraft reported declaring an emergency and diverting to nearest suitable airport when extreme heat and exhaust began entering cockpit from an opening in the fuselage floor pan.
Date: 201909
Local time of day: 0601-1200
Location: COS.Airport, CO
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 A ZDV
ATC / advisory: Center ZDV
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On climb out; we were flying the departure; climbing through FL180; and had been cleared direct to the JEWLS way point. We were subsequently directed to maintain present heading for traffic. The PF (Pilot Flying) selected HDG (Heading) mode with the autopilot on. The HDG annunciation moved into the active position and turned green. However; at the JEWLS way point; the aircraft turned on course as though it was still in FMS (Flight Management System) mode. ATC queried us about whether we were still on our assigned heading or had turned at JEWLS. This is what prompted us to notice the discrepancy. We responded that we had turned on course and the Controller had no further instructions for us. After this; we investigated and found the autopilot to still be indicating HDG mode; but operating as though in FMS mode. PF had synced the heading; by habit; after the turn. We subsequently obtained a clearance direct to HYS VOR; which was on our flight plan and proceeded with the flight with no further incidents. Of note: the FMS flashed the message: 'FMS-FMS DISAGREE' momentarily immediately after this event and the two AHRS (Attitude Heading Reference System) headings differed by 2 degrees throughout the flight. I suspect that the primary cause of this event is a malfunction with the automation. The secondary cause was lack of pilot awareness of whether the aircraft was functioning as expected/commanded. Pilots pay special attention to flight modes during off-schedule clearances such as this assigned heading.




Synopsis: CRJ-200 First Officer reported autopilot malfunction and lack of situational awareness caused a heading deviation.
Date: 201909
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Electrical Distribution
Component problem: Design
Reporter organization: Air Carrier
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This concerns circuit breakers being sheared off when removing or installing galley storage containers in the aft galley of 787 aircraft. The container in particular is location XXX; which is set perpendicular and adjacent to the circuit breaker panel. If the container is not aligned properly in the slot as it is being moved; more specifically; angled with the front of the container closer to the circuit breaker panel...there will be damage. This container is above or near head level for most crew members and if there is any excessive weight; the momentum can easily shear the circuit breaker if it hits/contacts. The circuit breaker replacement requires removal of the power panel and access is limited. To my knowledge; any circuit breaker in this condition is a No Dispatch Item. The time required to repair can be extensive; factoring in availability of parts; tooling and accessibility of the damaged circuit breaker. Manpower resources are also impacted; two technicians are needed. This is the fifth incident I have personally dealt with; resulting in aircraft dispatch delays each time.[I suggest] a protective guard that is tall enough to prevent damage to the circuit breakers; open or closed; from the galley storage container as it is being removed/installed. On the bottom of the circuit breaker panel; is a handle to facilitate its removal. The handle runs parallel to the floor. If something could be fabricated similar in design to the handle but wider; a little wider than the row of circuit breakers installed. An upper and lower protective guard would prevent any incidental contact from the container.




Synopsis: Pilot reported concern that circuit breaker heads are being broken off by galley carts being moved due to the lack of a guard.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: TCAS Equipment
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a visual approach to Runway XXR we complied with a TCAS RA which instructed us to climb due to a TCAS target 100 feet below us. As we climbed the TCAS target climbed with our airplane. The TCAS target remained at a 100 ft distance underneath us while executing the climb in an attempt to resolve the conflict. During the attempt to create separation from the TCAS target we temporarily and inadvertently exceeded engine power limitations.We visually confirmed that engine limitations were exceeded temporarily. The failure to create immediate separation from the TCAS target lead to distraction of engine power settings. We immediately reduced power while maintaining the climb in accordance with the TCAS RA. Increased scanning would have avoided this event.




Synopsis: DHC-8-300 First Officer reported a sudden TCAS RA for an intruder 100 feet below their aircraft. Maximum allowable engine torque was exceeded while trying to out climb the intruder which maintained a constant 100 foot separation.