elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 1201-1800
Location: MSP.Airport, MN
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B MSP
ATC / advisory: TRACON M98
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Upon climb out; at approximately 2;000 FT MSL; I noticed that we were going to level off at 3;000 FT. Occasionally we are held down at a lower altitude for conflicting traffic; but I saw on TCAS that there was none. I thought this to be unusual and clarified with Departure Control as we climbed through 2;500 FT. I asked; 'Do you want higher for XXXX?' He noticed us slowing our climb and asked if we were assigned 3;000 FT. I replied 'Affirmative' and he responded; 'Climb to 17;000 FT.' Nothing more resulted. Thinking about it later; I recalled that there was some confusion on the taxi to the runway where they held the line and had us sidestep out to move up to the number one position in front of another carrier. At the same time there was another plane moving in line also with instructions to move up in front of a second carrier. They were confusing our call signs with the instructions; but the orders were clear to us; as there was no second carrier in view; and the proper aircraft responded to the instructions given with clarification following. At this time there were several times on Ground and Tower; that the frequency was distorted with people talking at the same time. We thought we were given 3;000 FT but that may have been incorrect.All involved reacted smoothly without hesitation; but it's apparent where there is potential for an adverse outcome. The First Officer and I both discussed it and agree we will use more vigilance and prompter clarification when given changes. Another suggestion might be; to repeat the heading and altitude when simply given 'Cleared for Takeoff'.




Synopsis: A CRJ-900 departed MSP after confusing taxi instructions and multiple aircraft blocking communications with Ground and Tower. The crew thought a 3;000 FT was issued but the constraint was not part of their clearance so Departure canceled it.
Date: 201909
Local time of day: 0601-1200
Location: DFW.Airport, TX
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Landing
Airspace: Class B DFW
ATC / advisory: Tower DFW
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other approach/landing
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Landing in DFW RWY 17C. No weather or obstruction. During landing phase approach; runway lights are excessively illuminated. This condition causes our vision to be impaired during flare. As you transition over the overrun to landing; it takes several seconds for your eyes to adjust from high light settings or illumination. The distraction is more notable in low visibility when a halo effect 'Blooming' around the lights. During VFR conditions with high illumination levels we can easily see the runway from a great distance but it is not necessary for our landing.  Use of LED lighting which is pure light; this produces high illumination levels which hurts our night vision. LED lights also cause a blooming effect during high moisture days. Lighting must be adjusted to suitable levels to not hurt our night vision. Day time levels are not an issue. With high moisture level blooming occurs at high illumination levels; lights must be adjusted to prevent this at night.




Synopsis: Air carrier pilot reported DFW Runway 17C lights are too bright and are a distraction.
Date: 201303
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft had a history of fuel system failures associated with CTR Tank Pump 2. These appeared to be sequencing failures; and thus Maintenance ran and passed a sequencing test. On taxi out; a subsequent ECAM for CTR Tank Pump 1 appeared. As the resulting ECAM was followed; the ECAM disappeared; and all systems were functioning normally. This continued until after Takeoff and into climbout; when the CTR tank pumps should begin to sequence on. The pumps failed to sequence on; with CTR Tank Pump 1 showing low pressure and CTR Tank pump 2 showing itself stuck in the standby mode. The associated ECAM's were completed; and attempts to restore pump operation through manual mode were unsuccessful. At that point; we checked the CB panel and discovered that CTR Tank Pump 1 CB was out. We then remembered the mechanic complaining about a CB that was difficult to operate in conjunction with his test and thought that may be the reason Pump 1 had low pressure. Nonetheless; we reviewed our options and considered landing enroute as useable fuel was insufficient to continue all the way to our destination. Dispatch; Maintenance Control and ATC were all brought into the loop and after all procedures were completed the event concluded with an uneventful landing and a replacement aircraft was obtained to complete the trip.




Synopsis: When chronic fuel pump problems resurfaced enroute the flight crew of an A319 was forced to land short of their destination due to insufficient accessible fuel. A substitute aircraft was utilized to complete the scheduled flight.
Date: 202106
Local time of day: 0601-1200
Location: VGT.Airport, NV
Weather elements / visibility: Smoke/Haze; 5
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training; Other Check Ride
Flight phase: Initial Climb
Airspace: Class D VGT
ATC / advisory: Tower VGT
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: FBO
Reporter function: Single Pilot; Pilot Flying; With DPE
Reporter qualification: Flight Crew Student
Human factors: Confusion; Distraction
Second reporter function: Pilot Not Flying; Instructor
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On initial climb out 600 ft. AGL; [an] airplane climbing from [the] parallel runway turned left crosswind in front of me with no ATC clearance; causing me to level off for collision avoidance. ATC was supposed to call our turns but the other aircraft did not follow instructions.


Second narrative: I; [the] Flight Instructor; took a private pilot; whom I have never flown with before; up in the traffic pattern to 'kick off some rust' as he hadn't flown in the last 60 days. We had done 8 touch-and-go's prior and were completing one more to end the lesson. Upon takeoff; Tower called and stated; 'Aircraft Y continue upwind; I will call the crosswind.' We continued the upwind and I began talking with the private pilot to do the right traffic; etc. At this point; Tower called up to unknown aircraft and states; 'Turn left crosswind.' I did not hear the tail number clearly and could not confirm it was for our aircraft. [The] private pilot states the call was for us and was given to turn left crosswind. I stated I did not hear the call and cannot confirm. I began to second-guess him and asked 3 times; and each time the private pilot stated yes; we have the okay to turn left. [The] private pilot turns left and Tower called and stated; 'Aircraft Y; turn right crosswind.' [The] private pilot got on the mic and stated; 'We are in the wrong downwind and made the incorrect turn.' Other aircraft later transmits it was a 'close one' to Tower.To avoid this from happening in the future; I believe as Flight Instructor I should have called the Tower due to the miscommunication. At the end of the day; I have more experience and it is my duty to make sure the aircraft is operated correctly and safely. I also believe the private pilot should have recognized they were unsure of the radio call and [to] call to Tower as well. If the communication was better in the cockpit and we were more authoritative to speak with Tower; this situation could have been avoided.


Synopsis: Pilot Flying in light aircraft and Private Pilot and Flight Instructor in another light aircraft reported encountring an NMAC with each other in the pattern after the latter misunderstood a clearance.
Date: 201712
Local time of day: 0601-1200
Location: OAK.Airport, CA
Light: Dawn
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C OAK
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew; Person Observer
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I was PM (Pilot Monitoring). Captain was PF (Pilot Flying). We have flown many times together. We departed on the OAK 2 Departure. We were delayed at the gate but I don't believe that manifested itself as a causal factor in the bird strike. We leveled off at 2000 ft as we checked in with NorCal Departure. NorCal told us that one mile in front of us there might be traffic. The Controller was getting a non-reporting return. We did not acquire any traffic. Controller reported us clear and instructed us to climb unrestricted to FL190. We put 19;000 ft in the altitude and initiated a climb. Just as the climb started; we passed through a flock of birds that were not discernible until they were right in front of us. They were brown in color and; for the moment I saw them; appeared smaller than Water Fowl; maybe Finch to Crow size. We knew we had at least one strike; audible. We suspected more.Aircraft performed normally on controls. Engine indications remained entirely normal. No abnormal odor. Captain remained PF. I relayed to ATC the bird strike. I then referred to the QRH (no guidance); AOM (Aircraft Operating Manual) Non Normal bird strikes; and [other manuals] guidance. We contacted Dispatch with notification of the strike. About this time; Non-rev Pilot in back communicated that there was a large dent in the number 2 nacelle leading edge. Captain kept control. Using security protocol; I went to Passenger compartment and observed damage. Baseball-Softball sized dent leading edge number 2 nacelle. The dent contour suggested that the bird remains went over nacelle not thru the engine. We took photos. We reviewed photos on flight deck and; given good engine ops and no other observed damage we elected to continue.Safe; uneventful flight; approach; and landing. Upon post flight inspection; we observed a softball size hole in the leading edge of the FO (First Officer) side horizontal stabilizer. This was a location of another strike. We could not observe this location in flight and; since the aircraft was operating entirely normally; we had no reason to suspect significant further damage on aircraft.


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


Synopsis: Air Carrier flight crew reported a bird strike during departure.
Date: 201909
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Oxygen System/Pax
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: At 11;000 ft. climbing after takeoff the FA (Flight Attendant) called the flight deck and informed the flight deck that a PSU (Passenger Service Unit) deployed over two passenger seats. I thought that we needed to reseat the passengers; alter our planned flight level or repack the oxygen masks. [Another FA] went back to see about repacking the masks. He called me and said the masks were not activated and stowed as requested. During climb I attempted to get guidance from the EFB (Electronic Flight Bag) to confirm or contradict my options. After a busy climb to altitude the FO (First Officer) found the source for unwanted mask deployment. Repacking was not an option so the passengers were relocated.The information was not in the manuals that I thought they would be in. When I did a general search numerous links came up and it was difficult to filter out during the numerous heading; altitude and frequency changes occurring out of ZZZZ. I elected to continue the climb and search for the answer at cruise.




Synopsis: B777-300 Captain reported inadvertent oxygen mask deployment over 2 seats in the cabin during climb.
Date: 202108
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Malfunctioning; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Ground Event / Encounter Fuel Issue
Detector: Person Maintenance; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: MEL; Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: Aircraft X; a B777; arrived with the Center Tank RH Refuel Valve stuck open.  I was instructed by the OAL (Other Air Line) Maintenance Manager to apply the MEL.  I then contacted OAL Maintenance via [software program] and was instructed to apply MEL XX-XX-XX-XXB Pressure Fueling System Refuel Valves Refuel Valve open; with Derivative MEL XX-XY-XX-XX Fuel Jettison System With New Scavenge System; and Derivative MEL XX-XY-XZ Fuel Scavenge Systems. I applied these 3 MELs as instructed and found out 2 days later from Company local management that MEL XX-XX-XX-XXB does not apply to the Center fuel Tank; only the Left Main and Right Main fuel tanks.




Synopsis: Technician reported aircraft departed with three MELs applied and was informed that one MEL was not valid and misapplied.
Date: 202012
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dawn
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Indicating and Warning - Hydraulics
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Loss Blue Hyd system. Applied QRH procedures and advised ATC.


Second narrative: Approximately 200 nm south of ZZZ we received our first indication of any issue with the blue hydraulic system. In level cruise flight we received an ECAM for HYD B SYS LO PR. While running the ECAM we noticed that the hydraulic quantity was low. The procedure calls for the Blue Electric Pump to be shut off; and as we did so; we monitored the quantity indicator. As it dropped; we received an ECAM for Hyd B RSVR LO LVL. After running the ECAM; finishing the QRH and conferring with dispatch we advised ATC for the loss of redundant systems. We chose to divert to ZZZ for a multitude of reasons including the nice weather; long runways; availability of ARFF (Airport Rescue and Firefighting) and the fact that it's a maintenance hub. We immediately received vectors and a descent from ATC for an arrival into ZZZ. The Captain finalized his briefings to both the flight attendants and passengers. We then updated the FMC; applied the landing distance procedure and landing calculations and briefed the descent and approach. We completed the RNAV to [Runway XX]; landed and had ARFF inspect the aircraft for any potential hazards or safety concerns. Once complete; we taxied to the gate and completed the diversion safely.


Synopsis: A320 flight crew reported a loss of hydraulic pressure that resulted in a diversion.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Exterior Pax/Crew Door
Reporter organization: Personal
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was working approach/departure when the event occurred. Aircraft X was transitioning through ZZZ airspace enroute to ZZZ1. When they were about 13 miles southwest of ZZZ; I noticed their altitude drop a few hundred feet. I was about to verify with the pilot that they were on course; level at 5;000 feet; and give them the current altimeter; when the pilot called up. He said he needed to land immediately. I got him direct and then asked him what the nature of the [event] was. He said his door flew off and he lost a finger during the incident. I asked him how many people on board and fuel remaining. He said just himself on board and a little over 3 hours of fuel. He couldn't keep his altitude high enough for the ILS approach; so I kept him direct the field until he got it in sight. We got the emergency vehicles in their standby positions along with medical services. I coordinated with Local Control that he was cleared to land. I then relayed to him that Tower advises he was cleared to land RWY XX ZZZ. He landed without issue and taxied into the FBO and the vehicles followed him.




Synopsis: A Controller reported a pilot requested an immediate landing from ATC when the aircraft door flew off and the pilot's finger was severed.
Date: 201205
Local time of day: 1801-2400
Location: U90.TRACON, AZ
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C TUS
ATC / advisory: TRACON U90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Chart Or Publication; Environment - Non Weather Related; Manuals
Primary problem: Chart Or Publication

Narrative: We were cleared to CALLS on a visual to [TUS Runway] 11L.  The First Officer selected 5000' as depicted on the approach chart.  Initially; it appeared to be an appropriate setting because of our higher altitude and descent rate.  The First Officer increased descent rate and reached 5000' outside the DME depicted for CALLS.  I determined that terrain was about to be a factor and directed the First Officer to climb.  As the climb was initiated; we received a momentary 'Caution Terrain' and small yellow depiction on the display.  At the same time; Approach advised that minimum vector altitude was 5500'.  We re-established altitude in compliance with the 11L ILS approach chart and completed the visual approach with ILS guidance.  Ensure that both Pilots have the appropriate approach chart in front of them and verbalize the clearance limit altitudes on the chart during a visual approach.




Synopsis: A B737 crew descended below 5;000 FT prior to CALLS intersection on a TUS Runway 11L night visual approach and received a momentary 'Caution Terrain' alert while climbing.