elihoole/asrs-aviation-reports huggingface dataset:
Date: 201501
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ramp ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown; Workload; Situational Awareness; Distraction; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Person / Animal / Bird
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Company Policy

Narrative: Aircraft was pushed back and started via normal procedures. All appropriate checklists were accomplished. There was a delay in obtaining takeoff data due to a change in desired engine anti-ice configuration triggering errors. Prior to aircraft taxi the captain had me visually clear my side of the aircraft. I could not see any ground personnel or equipment; and gave him a clear indication for my side. We obtained clearance from ground control and taxied to the assigned runway.I was recently made aware that the ground crew had not disconnected when we taxied. Obviously; there was a breakdown in communication that resulted in a very unsafe and disturbing situation. Fortunately no personnel were injured.




Synopsis: After the fact; a B757 First Officer was made aware that he and Captain taxied with a ground crewmen head set still attached to the aircraft. Neither pilot saw the person.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bell Helicopter 222
Operator: Air Taxi
Operating under: Part 91
Flight plan: VFR
Mission: Photo Shoot / Video
Flight phase: Cruise
Aircraft component: Compressor
Component problem: Malfunctioning
Reporter organization: Contracted Service
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
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 Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Staffing
Primary problem: Aircraft

Narrative: Returning to base at the completion of a flight; the Environmental Control System (ECS) unit was turned on. After a few minutes the Medic (in the cabin) stated that there was a 'fog' in the cabin and a strong smell of jet fuel. The pilot; backed up by the nurse holding the RFM ran the Smoke and Fume Elimination Checklist. Since I suspected the smoke was coming in through the cabin ECS ducting; I turned off the ECS. The air immediately cleared and the smell of fuel went away. As we were only then a few miles from the base; we landed back at base and notified Maintenance. Prior to the mechanic arriving at the base; I inspected the #2 Engine Compartment and found oil leaking from bolts on the Compressor Case. The mechanic had topped off the oil earlier in the day and now after less than an hour of flight; the oil level had dropped to the 'add 2 quarts' line. Maintenance actions are on-going.




Synopsis: During return to base in a Bell BHT-222 Helicopter; a medic informs pilot there was 'fog' in the cabin and a strong smell of jet fuel after the Environmental Control System (ECS) was turned on. Pilot found oil leaking from bolts on #2 Engine Compressor Case.
Date: 201508
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
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: Climb
Airspace: Class E ZID
ATC / advisory: Center ZID
Second aircraft: Small Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Airspace Structure

Narrative: Approach called to get higher on Aircraft X to get above or around parachute jump aircraft at 14;000 feet. I approved 15;000 feet. Approach switched the aircraft out of 12;500 feet head on with the parachute jump aircraft. I had to turn the Aircraft X and expedite his climb thru 14;000 feet to prevent a near midair collision. When the Aircraft X passed west of the parachute jump aircraft he was at the same altitude as the parachute jump aircraft. Had I not turned the Aircraft X there may have been a collision with jumpers or parachute jump aircraft.This has been an issue in the past. Approach calls to get higher to top the parachute jump aircraft; and switch the aircraft prior to separation. Approach needs to have a procedure or new routing for departures when they have parachute jump aircraft.




Synopsis: The TRACON Controller got permission to climb an aircraft to 15;000 feet into ARTCC airspace to ensure he climbed above a parachute jump aircraft at 14;000 feet. The TRACON Controller switched the aircraft to the ARTCC frequency still below and climbing towards the parachute jump aircraft. The ARTCC Controller had to issue vectors to the aircraft to avoid the parachute jumpers.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ1.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ1
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 4 hours prior to landing EICAS MSG HYD QTY LOW 1. Fault light also illuminated. Hydraulic quantity slowly depleted over the next hour to zero; however pressure and temp was normal. Conferred multiple times with dispatch Maintenance Control and Duty Pilot about possible tow in in ZZZ if needed. After 50 more minutes with a zero quantity reading EICAS MSG  had PRESS ENG 1. Engine one pressure light also illuminated. Followed QRH and continued with engine pump off. ZZZ OPS and ATC arranged for runway XX for our arrival in the event we might require a tow off. During descent when selecting flaps 5 EICAS HYD PRESS system 1 followed QRH; notified ZZZ and ZZZ OPS that a tow off would be required. ZZZ ATC at that point stated they were going to use priority handling on our behalf; we did not request one; and we provided souls on board and fuel remaining. We continued flap and alternate gear extension and proceeded with a visual approach and landing to runway XX; followed by a tow to gate. Runway was closed for approximately 11 minutes.Crew worked great together and we were well prepared for the system loss and reviewed everything ahead of time. Speculation regarding ATC wanting us in an emergency status is it's most likely a local procedure addressing a planned runway closure and airport assistance required for the tow in. ZZZ currently had runway YYR closed so our planned closure left the airport with a single runway.




Synopsis: Captain reported multiple hydraulic system failures on descent. ATC assigned priority handling; allowing the flight to continue the approach and precautionary landing.
Date: 202108
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: Ramp
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Routine Inspection; Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cargo Aircraft Only (CAO) label discovered during the loading process.




Synopsis: Air Carrier Ramp personnel reported discovering a container with CAO [Cargo Aircraft Only] label during aircraft loading process.
Date: 201403
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
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: Air/Ground Communication
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Troubleshooting; Training / Qualification; Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: I was acting as Check Airman instructing a Captain on his first trip on the North Atlantic. Shortly after passing DOVEY we were asked by ATC; via CPDLC; what altitude and mach we were requesting at 50 west. We replied; via CPDLC; FL360; mach.78; which were the altitude and speed we were already using. A moment later we received a clearance to maintain FL360; mach.78. This was uplinked into the FMC via CPDLC. We checked then loaded and executed the clearance. I'm not sure why we did this since we were already at that speed and altitude. As soon as we executed the clearance; I sensed something was wrong. I checked the legs page and was shocked to discover that all waypoints from N42 W60 to Atsur were gone; with a route discontinuity after 60W. I have no idea how this happened; everything up to this point was normal and by the book. After a few choice words we set about fixing this. We had time since we were some distance from 60W. I started to load waypoints manually but decided maybe it would be best to uplink the route; which we did. This worked fine but before I activated and executed; I put the plane in heading hold. It was at this point that we received another CPDLC message from ATC telling us to re sequence our waypoints and verify our next after 60W. Once executed and back in LNAV I made the mistake of starting the route at 60W which probably would have been fine except we had been on a one mile right offset; so now the offset was slowly coming out over 150 miles or so. I am quite sure we never moved left of track or more than one mile right offset. After 60W we were on course and all was normal. I can only think that when we loaded the uplinked CPDLC clearance it somehow affected the FMS route. This seems strange since the uplink did not include routing.




Synopsis: An air carrier flight crew on an eastbound north Atlantic flight suffered the loss of route/legs data in the FMS when they uploaded an overwater mach and altitude clearance from ATC via CPDLC.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger Jet Undifferentiated or Other Model
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel Storage System
Component problem: Failed
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Ground Personnel
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While refueling Aircraft X the aircraft fueler [at ZZZ] noticed fuel venting out of the outboard right wing vent. He immediately stopped fueling and quickly began to contain what he estimated to be 3-5 gallons of fuel located beneath the wing tip. I; PIC; asked the fueler to stop any further fueling; ensured the fuel was being contained by FBO staff; contacted the Assistant Chief Pilot on duty; wrote a report and notified Maintenance as directed by guidance written in the FOM. The aircraft was immediately grounded as 'Aircraft on Ground'. This write up was a repeat [on date] where no defects were noted and the aircraft was released for flight. We had to contact Maintenance to determine what was previously accomplished on [date] with the same mechanical issue as there was no data on the company log book. After the fact. Had we known that nothing was found or repaired previously; then we would have been more vigilant while trying to top off the wings for further fuel spills specific with this aircraft.


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


Synopsis: Bombardier Challenger flight crew reported fuel spill during refueling.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Oil Pressure Indication
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Distraction; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Departed ZZZ on IFR flight plan level at 4000 ft. on vectors to assigned routing. Above Class D but below the floor of Class B. Approximately 15 nm NW of departure airport my oil pressure indication went to zero; red light flashing attention getter. As I was doing a little troubleshooting I made a call to departure that I may need to return to ZZZ. I think my transmission was blocked with by another aircraft or departure control talking. As the oil pressure started to fluctuate up to the green range and back to zero; I noticed ZZZ1 off the left wing about 8 miles or so and made a turn towards it. At the time my passenger was quite concerned about everything going on and was a distraction to me. About that time; departure control gave me a turn and asked my altitude and gave me a climb to 5000 ft. While reassuring my passenger; my altitude had climbed 350 ft. above my assigned 4000 ft. I told ATC I needed to return to departure airport due to oil pressure indicating problems and they cleared me direct. Landed and confirmed the instrument was malfunctioning. My distraction from focusing on flying the airplane was problem; also not verifying ATC did not hear my first request to return to the airport was an issue.




Synopsis: C180 pilot reported oil pressure indication problem in flight.
Date: 201810
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Local; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Private
Human factors: Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After takeoff; tower advised a different [Company Aircraft] to contact departure. Since we knew there were no other Company airplanes airborne in the vicinity; I queried the tower as to whether they intended for us to contact departure instead. Tower replied 'negative' and told us that someone else had taken our squawk code. Tower seemed very confused as to which Company flight was airborne. Tower again told a different [Company Aircraft] to contact departure; and that crew advised that they were still taxiing to the runway. At that point Tower directed us to squawk 1200 and again mentioned that someone had taken our squawk code. At about this time I pointed out to her that we were still flying the runway heading and maintaining 3;000 feet (our takeoff clearance). Tower then told us to contact departure. I immediately switched frequencies and advised departure of our heading and altitude and that we were squawking 1200. They gave us an immediate left turn to the south and a climb to 8;000 feet. They assigned a new squawk code and the rest of the flight was uneventful.It seems to me that somehow the tower controller got the squawk codes for two Company flights swapped. Although Tower cleared us to takeoff using our correct callsign; Tower seemed to have it in her mind that the other Company flight was actually airborne.I really can't say what caused our squawk codes to be swapped. The Captain and I followed FOM procedure perfectly with regards to both of us listening to a voice-issued ATC clearance. We read back the clearance and assigned squawk and received a 'Read back correct.' I really don't see any way we could have mistakenly put in an incorrect squawk code that just happened to be exactly the code assigned to another Company aircraft on that same ramp on that same night.




Synopsis: Air carrier pilot reported confusion resulted when ATC swapped their squawk code with another company flight.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Oil Distribution
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
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 Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise; pilots noticed oil quantity declining in left engine. When it got to 8 quarts; they pulled left throttle to idle; turned around; descended and headed back to ZZZ. [Left] engine remained at idle and oil quantity remained at 8 quarts for the remainder of the flight. [The cause was a] high pressure oil component leaked.




Synopsis: B787 First Officer reported loss of left engine oil quantity; resulting in a return to departure airport.
Date: 201309
Local time of day: 0001-0600
Location: FAY.TRACON, NC
Aircraft: Small Transport
Operating under: Part 91
Flight plan: VFR
Flight phase: Descent
Airspace: Class E FAY
ATC / advisory: TRACON FAY
Second aircraft: Helicopter
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working a helicopter on the full ILS Runway 5 approach into the MEB airport. A small transport aircraft had been doing parajump work at 10;000 over the MEB airport for most of the day.  The small transport pilot had announced minutes prior that jumpers were away; and he began heading northeast bound back into the airport.  As he was descending; he told me that the last jump was a HAHO [High Altitude-High Opening] and that jumpers would be in air over MEB for at least 10 minutes.  At this point; the helicopter was nearing a 5 mile final into MEB.  Luckily; the [helicopter] pilot heard this on advisory frequency and came back to my frequency.  I then gave the pilot holding instructions to allow the jumpers to safely get on the ground.  This was a very dangerous situation; as a) I was not told that the jumps would be HAHO's (the jumper pilot said it was a 'last minute thing'); and b) I have no way of knowing for sure when the jumpers are on the ground; so I can allow aircraft to continue inbound. It is paramount that jump aircraft advise the controllers when HAHO jumps are in effect.  The pilot should also follow the jumpers to the ground to allow controllers to know when they are on the ground.  Also; these jumpers did not have transponders.  FAY airspace is saturated DAILY with jump activity; it is not unusual to have more than 6 jump aircraft in our airspace at once.  Pilots and controllers must be on the same page to prevent dangerous situations from happening.




Synopsis: FAY Approach Controller reports a high altitude jump created a conflict with helicopter traffic approaching MEB and holding instructions are issued.