elihoole/asrs-aviation-reports huggingface dataset:
Date: 202003
Local time of day: 0001-0600
Location: DFW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B DFW
ATC / advisory: Tower DFW
Second aircraft: B737-800
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight; Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had cleared Aircraft X for takeoff and he took a while to roll. I then cleared Aircraft Y for takeoff behind Aircraft X and was preparing to cross aircraft downfield. After I had cleared Aircraft Y for takeoff I was scanning my arrivals and departures and taxiing the aircraft that had landed. I saw an aircraft pass in front of me airborne and assuming it was Aircraft Y that I had cleared for takeoff; I began to cross Aircraft Z at Taxiway WJ; Aircraft A at Taxiway Z and Aircraft B at Taxiway Y. I then went to tell the departing aircraft to contact departure and noticed with my strip management that it was Aircraft X who was acquiring and that Aircraft Y was still cleared for takeoff on the runway.I then went to stop Aircraft Z; Aircraft A and Aircraft B to hold short of the runway. Aircraft Z did not read it back but Aircraft A said that they had already crossed the hold short line but had stopped. It appeared Aircraft A [was] short of the runway lines. I observed Aircraft B not to have moved and was coming back to get a read back from Aircraft Z to hold short of the runway. Aircraft Z had come to a stop but had crossed the hold short line but appeared to have stopped prior to entering the runway. I was observing and scanning everything to see what I could do to make sure it was the safest thing I could do in this situation and make sure everyone had stopped prior to the runway. Aircraft Z was calling Tower to let me know that they had stopped because they saw the departure.I should slow down a bit and double check my departure strips before crossing. Get a good read back of hold short instructions from aircraft who didn't answer.




Synopsis: A Tower Local controller reported they cleared three aircraft to taxi across a runway which they had cleared an aircraft to depart from.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Control Valves
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb-out Engine 1 NAC (Nacelle) 300 degrees flashed. Also noticed Bleed Air High Pressure valve open on Engine 1. Output of Intermediate Pressure valve showed matched temp and PSI comparing Engine 1 and Engine 2. Leveled at FL250 per ATC. Engine 1 NAC message became constant. Reduced thrust on Engine 1 and NAC temp message went away with almost idle thrust. Suspected bleed air leak since low power was only way to keep NAC temp message off. Made decision to return to Airport ZZZ. Accomplished overweight landing checklist with estimated landing weight of 160;200 lbs. Uneventful landing with minimal sink rate. Had fire and rescue inspect Engine 1 for possible fire damage. No damage noted and taxied to gate. Maintenance personnel met plane and I wrote up Engine 1 NAC. Maintenance personnel told us not to write up overweight landing due to low sink rate on landing. I should have written up overweight landing according to checklist procedures. First officer did a great job flying the airplane and coordinating with ATC to expeditiously get plane to ZZZ while I coordinated with company through ACARS. All flight attendants did an excellent job of getting cabin ready for precautionary landing.Engine 1 High Pressure valve was stuck open causing NAC message and possible bleed leak.




Synopsis: A320 Captain reported returning to destination airport when they received a nacelle high temperature ECAM warning that was apparently related to a High Pressure bleed valve stuck open.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
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: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On our flight we were heavily loaded on payload and thus going to be close to being over landing weight at our arrival airport. In flight the Captain and I discussed a plan of action between ourselves and the check airman who was conducting a line check to ensure that we would meet our landing weight limitation. This included starting the APU approximately 1 hour remaining in flight to burn a little extra fuel and to request early descent and configure the aircraft early for landing if needed. As such; we started the APU [early] and requested a descent shortly thereafter and descended to FL240 from FL360. [About 30 minutes later] we received a shudder followed by a constant light vibration in the aircraft. Simultaneously; upon review of the situation I noticed and properly called out the EICAS caution message 'APU FAULT'. The Captain called for and I properly completed the associated QRH items; and the PF slowed the aircraft eliminating the vibration. The APU did not re-light and was left off for the remainder of the flight; resulting in a normal approach and landing. Upon taxi in we attempted to start the APU once again. At this time; we once again received an 'APU FAULT' message; this time accompanied by an 'APU DOOR' status message. We left the APU off and parked the aircraft. Upon further review on the post flight inspection it was found that the APU door had indeed departed the aircraft. At this point MX contacted the company and the flight crew notified the proper chain of command.




Synopsis: B767-300 First Officer reported the APU door departed the aircraft in flight.
Date: 201202
Local time of day: 0601-1200
Location: MLB.Airport, FL
Weather elements / visibility: 10
Aircraft: M-20 K (231) / Encore
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D MLB
ATC / advisory: Tower MLB
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: I was conducting flight training and we were on an ILS approach to Runway 9R at MLB when I observed a red and white PA28 extending his left base through the final to Runway 9L. He was on a southerly heading flying directly towards us at the same altitude. When the separation became too close for my comfort level; I took control of the aircraft from my student who was under the hood. The moment I started evasive action I saw the pilot in the right seat of the Piper react to our aircraft and the Piper made an immediate and steep left turn back to the final for 9L. Once sufficient separation prevailed; I re-established the aircraft back on the ILS and gave control back to the student. We completed the approach and landing without incident. The frequency was very busy and I waited until on the ground to tell the Ground Controller how close the PA28 was. I estimated 500 FT or less and told Ground that. The other aircraft's crew then came on the frequency to say it wasn't that close. I have hundreds of hours of formation flying in addition to over 5;000 hours of flight time; and can judge distances as well as anyone. The Instructor's face was clearly surprised to see our aircraft and its proximity to him; that's how close the two aircraft did get.




Synopsis: A student and instructor pilot aboard a M20K suffered an NMAC with a PA28 while on approach to parallel runways at MLB.
Date: 201501
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Communication Systems
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Company Policy

Narrative: I was flying to PVR and for the third of four legs. I was unable to uplink winds either on the ground or in flight. I was trying to contact Dispatch to find a resolution to this problem and I requested a CALL ME on ACARS. I made three requests within 50 minutes and got no reply. I tried to AIRINC Dispatch using the foreign frequency and could not make contact with an operator. My concern is with our ability to communicate with Dispatch while flying in North America. On descent; I received a message from a new Dispatcher that the dispatchers are overwhelmed and understaffed and that they cannot respond to CALL ME messages. I find that entirely unacceptable for a large airline to not be able to communicate to all its aircraft in flight.




Synopsis: A B737 Captain reported his Dispatcher would not return a requested call about winds inflight because their carrier's dispatchers are overwhelmed and understaffed.
Date: 202009
Location: ZZZ.Airport, US
Light: Daylight
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: The Captain of the plane didn't wear a mask in the cabin. He walked to the back of the plane prior to boarding without a mask. As boarding began I witnessed him greet passengers while standing in the galley next to the A Flight Attendant without a mask. We need someone to have a serious talk with the pilots about keeping us all safe and wear masks.




Synopsis: Flight Attendant reported a Captain did not comply with face mask policy.
Date: 201904
Local time of day: 1201-1800
Location: BUR.Airport, CA
Light: Daylight
Aircraft: Medium Transport
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C BUR
ATC / advisory: Tower BUR
Second aircraft: Cessna 150
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Visual RWY 15; 3;500 MSL; pop up traffic; TCAS TA; Tower sounded very concerned; TCAS RA 'Climb' to go around. Tower notified approach; vectors provided to RWY 8 ILS. Good work by ATC. Until another TCAS approaching SILEX; this time 'descend' then I saw a C-150 quite close; then behind. Landing uneventful.




Synopsis: Pilot reported airborne conflict twice while attempting to land at BUR.
Date: 201908
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; MEL; Manuals
Primary problem: Manuals

Narrative: MEL X not showing on dispatch software for Aircraft X at time of release. AMD for fuel onboard given to crew before departure and crew did not mentioned that the MEL was missing from the flight release. I became aware when preparing the return flight release for ZZZ-ZZZ1 and that is when I noticed that Aircraft X had a MEL which was not listed on the previous ZZZ1-ZZZ flight.Mel's needs to be updated in the dispatcher software more accurately and pic needs to pay more attention to their flight release/logbook in regards of MELs.




Synopsis: Dispatcher reported being out of the loop when a MEL was not listed in the Dispatchers software and was missing from the flight release.
Date: 201410
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning Distribution Ducting; Clamps; Connectors
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Passenger; Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On TO roll experienced a steady increase in volume of airflow in the cockpit. Upon liftoff airflow continued to increase until it was extremely difficult to communicate in the cockpit. Flt deck temp increased to 97 degrees. During this time I received cabin call that passengers felt the increased airflow; heard popping noises and noticed damage to cabin sidewalls. Simultaneously (while FO flying); I placed the left pack in the standby cold position at which time both cockpit airflow and temperature returned to normal. I told the FA that I would get back to her once the aircraft was safely airborne. We leveled off at 10;000; I requested vectors back while investigating the situation and I made a PA. I called the cabin and obtained additional information and along with normal cockpit indications (pressurization; airflow and temperature); we decided to climb and continue to our destination. I made PA assuring the passengers that all indications were normal and we would make sure that if there were any abnormalities we would divert and land the airplane. After level off I received another call from the cabin that passengers were still uneasy. At this point I decided to assess the situation for myself. After seeing the damage to the cabin interior and the concern of the passengers; even though the aircraft was performing normally; I elected to return. I declared an emergency and landed uneventfully.


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


Synopsis: B757 flight crew experiences a pack failure during takeoff that initially results in very high air flow and high temperatures. The left pack is placed in the standby cold position which seems to correct the problem. The flight attendants report damage to the side wall in the cabin and agitated passengers. The Captain investigates and finding the damage to be significant; elects to return to the departure airport.
Date: 201602
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 300
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on a Part 91k revenue flight on a descent from FL450; when passing thru FL380; the Master Warning illuminated along with the audio triple chime and the R ENG OIL PRESS LO EICAS message was posted on the CAS (Crew Alerting System).We complied with the QRH and performed an inflight engine shutdown and were cleared direct to the Airport. We briefed the Passengers about the situation and continued to the airport where we performed a single engine approach and landing. CFR (Crash Fire Rescue) met the plane after an uneventful landing and taxi to the FBO.After arrival and deplaning of the passengers we contacted the company and maintenance control and entered it in the log book.


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


Synopsis: During descent a CL-350 EICAS alerted right engine oil pressure low; the engine was shut down and a normal single engine landing completed.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Airspace: Class B ZZZ
ATC / advisory: Ramp ZZZ
Aircraft component: Brake System
Component problem: Failed
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)
Human factors: Distraction
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft was being taxied and then blocked in at position [parking spot] on the company ramp. The APU was not used after landing but the ground power was connected and powering the aircraft. The Captain began the shutdown flow as well as the normal shutdown checklist while I contact company ground reporting our landing 'on' and taxi 'in' times. The Marshaller signaled to the Captain to keep the brakes on and wait for the aircraft to be chalked in which he complied. I then noticed that the aircraft was moving backwards and immediately notified the Captain. The Captain and myself immediately pressed on the brake pedals but the aircraft continued to roll backwards. The ground power unit then disconnected from the aircraft and the Captain immediately switched to battery power and started the APU as well as the right hydraulic pump. The Captain then turned the nose tiller to help prevent contacting an aircraft behind us. The aircraft contacted another aircraft parked at position [different parking spot]. We then contacted company ramp as well as our company maintenance control as well as our flight control.


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


Synopsis: Flight crew reported a loss of aircraft brakes while parking that resulted in a collision with another aircraft.
Date: 201912
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: Challenger 300
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
Reporter organization: Corporate
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Downloaded filed flight plan from ARINC to our FMS at ZZZ.After picking up our clearance which was different than the filed route; I updated the FMS with the new clearance and waypoints. Somewhere along the rush I mistakenly deleted ZZZ VOR and kept ZZZ1 VOR. So the issue came about on the leg between ZZZZZ and ZZZ1 VOR. ATC issued a terrain alert with an immediate left turn and a climb to FL130. After being told of a possible pilot deviation I looked at the route and realized my mistake.The aircraft EGPWS never indicated a terrain issues and after looking at the route from ZZZZZ to ZZZ1 at FL120 on ForeFlight Map we were above the terrain and therefore never should have heard the EGPWS as we did not.Weather conditions at time; we were in between broken layers with good visibility in front of us.




Synopsis: Challenger 300 flight crew reported accidentally deleting a waypoint from the FMS resulting in an altitude deviation and low altitude alert.