elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 1201-1800
Location: PHL.Airport, PA
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B PHL
ATC / advisory: Tower PHL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We were on the PAATS3 STAR. It was not busy so ATC had us hold heading at ESSSO to avoid the rest of the arrival and shortcut to base leg Runway 9R. We had to expedite descent since we were not doing the full arrival. We used spoilers; flaps; and gear. ATC cleared us to 2;000 feet and cleared us for visual approach. The First Officer armed the approach and we noticed glideslope alive from above. It captured and we continued down. I failed to notice we hadn't crossed the FAF yet [and] were descending below FAF altitude. As I noticed we were low; ATC gave us a low altitude alert and the First Officer climbed back to FAF altitude (1;800 feet). The aircraft had captured a false Glideslope and we didn't catch it immediately. The airplane was stable at 1;000 feet and First Officer did a fine job with the rest of approach and landing.We were rushed to descend and were worried about being high not low. I should have been cross checking our position reference to our altitude. I will be cognizant of the possibility of false glideslope captures and be vigilant on monitoring altitude and position on approach.


Second narrative: We must have captured a false glideslope which overrode the 2;000 feet foot protection usually afforded by the altitude selector of the automation. We were very busy trying to go down and slow down at the same time while having the runway in sight at all times. This high work load initially made us miss that the plane was descending a bit too early. As soon as we recognized things were not what they should be; I disconnected the automation and hand flew the airplane back to the proper altitude. Lesson learned is to wait with 'approach mode armed' while on a vector until actually reestablished on a proper LNAV course; I should have just armed 'LOC only' until we had crossed KELEE before selecting Approach mode.


Synopsis: B757 flight crew reported receiving a low altitude alert from ATC on approach to Runway 9R PHL after descending on a false glideslope.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Weather; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: [We] diverted to a nearby airport due to poor visibility and lack of alternate fuel. Took off and proceeded to our destination. [We] went around due to deteriorating visibility and no sight of runway. On go around; alerted by EICAS message and saw center hydraulic quantity rapidly decreasing (about .37). [We] leveled at 7;000 FT; coordinated with approach to return to our alternate. Lowered landing gear as a precaution; and fluid level decreased to .06. Captain declared emergency; notified Dispatch; and coordinated with the flight attendants for the emergency landing. I ran the QRH checklist. Shot a 12 mile final in VMC and we notified Tower to roll the AARF and that we planned to stop straight ahead due to total center hydraulic pressure failure. Uneventful landing; AARF confirmed brake temperature normal and tires OK. I talked with operations three times; but a tug did not arrive to tow us to the gate until 50 minutes after landing. Controllers all deserve an A grade: they couldn't have been more helpful and made this incident much easier to deal with as we ran the checklist and briefed the passengers and crew. AARF response and help was outstanding; as well. Unfortunately; I can't say the same for the company. Despite repeated calls; and even a cell phone conversation with Dispatch; we sat on an active runway at night; closing it down; for 50 long minutes. I feel safety was jeopardized for other arriving flights during a very busy time. Another Captain we met on the van; diverting behind us; told us he was within minutes of having to divert; with minimum fuel; because we were stuck on the runway. An emergency aircraft; holding on an active runway; needs to be removed promptly. Sadly; that did not happen.




Synopsis: B767-300 First Officer reports diverting due to weather and low fuel. Fuel is added and another attempt is made; this time resulting in a go around and an EICAS message for low Center Hydraulic system quantity. An emergency is declared and flight returns to departure (diversion) airport. Center system fluid is completely lost when the gear is lowered and the aircraft is stranded on the runway for 50 minutes waiting for a tug.
Date: 201602
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 4 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This is no surprise......2 reports in 2 legs. The commonality is the Captain's deviation from SOPs and his weird idiosyncrasies. Everything he did was a distraction and different than what's normal. Both the working bunkie and I were talking; after the flight was over; about how all our attention was paid in watching him and trying to figure out what he was doing. I always look outside but was taken out of my game because of his behavior. At that stage; he had the automation hooked up but improperly. He had only LOC armed; not APP despite us being cleared for a visual. I had set the altitude for the marker. He then requested touchdown zone to be set. He was late on calling for the gear; said he didn't want the speed brakes armed etc. It was one abnormal thing after another and two of us had 100% attention on him. The non-working bunkie was doing nothing; nor did he have his head set on to listen to tower. That's when we got low and tower announced a low altitude warning.




Synopsis: Air carrier First Officer reported experiencing CRM issues became low on final approach with a low altitude warning from ATC.
Date: 201208
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Other / Unknown
Anomaly: Deviation - Altitude Crossing Restriction Not Met
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were over LUVYN at 10;000 FT and were cleared to descend via the ILS 25L procedure. The pilot flying programmed the VNAV and we started our descent. We were approaching TAROC at 9;800 FT. The plate showed TAROC at 9;000 FT; I told the pilot flying we need to be at 9;000 FT at TAROC and he said we could be at or above 9;000 FT. We were crossing DYMMO 800 FT above the charted 8;000 FT and I again mentioned that we should cross DYMMO at 8;000 FT again the pilot flying said it was at or above 8;000 FT. We were crossing FUELER 800 FT above the charted 7;000 FT and then we crossed GATTE at the charted 5;000 FT. The rest of the approach was flown as indicated on the chart.We are trained and highly encouraged by our company to use the VNAV function. Some of the older aircraft FMS have very slow processors and sometimes have trouble meeting crossing restrictions. Many crewmembers have made this known to the company training department and the company continually strongly encourages the use of VNAV. I believe we should have manually flown the procedure to ensure we crossed the points at the charted altitudes.




Synopsis: When on the ILS 25L approach at LAX; the Captain elected to cross the intermediate segment fixes approximately 800 FT above the charted crossing altitudes. The First Officer advocated the need to cross at those altitudes; but the Captain disagreed; believing them to be minimum altitudes.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Caravan Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Skydiving
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I began the morning with a thorough preflight inspection of the Cessna 208 Caravan I would be flying that day to perform parachute operations. I verified that the engine oil was in the normal operating range. I departed on the first flight of the day. Upon climbout; I performed my daily routine engine checks at 6;000 FT MSL. The ITT; NG; fuel flow; propeller RPM; torque; oil pressure; and oil temperature were all within normal range. At 11;000 FT MSL; there was a loud 'bang' from the engine compartment followed by a residual 'screeching' noise. I began an emergency descent back into the airport. The fuel flow; oil pressure; and torque indicated '0;' so I began the standard emergency procedure for in-flight engine failure. I pitched for 80 KTS; turned the fuel selectors; fuel cutoff; and fuel condition to 'off;' and feathered the propeller. I landed the plane safely. Upon examination of the engine compartment; the Mechanic and I saw no evidence of engine oil or external damage to the engine. The fuel gauges were indicating approximately 500 LBS of fuel. There was no damage the airframe. Upon disassembly of the engine; the Mechanic found substantial amounts of metal shavings in the engine oil and significant damage to the free turbine. He stated; 'The problem was caused due to a catastrophic failure of the free turbine.' It was also noted that there was no chip detector installed on this PT6-A engine.




Synopsis: C208 Caravan pilot reported catastrophic engine failure that was later traced to the free turbine. He returned for a safe landing at departure airport.
Date: 201901
Local time of day: 1201-1800
Location: BOI.Airport, ID
Aircraft: PC-12
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was enroute to BOI at FL130. I initiated the handoff to Big Sky with ample time for them to take it; but they did not. As the aircraft approached Big Sky North I called using the shout line for a handoff. I received no response and tried two more times elevating my voice as to hopefully get the attention of the Big Sky Controller. After no response; I told Aircraft X to turn 180 degrees left immediately to avoid Big Sky airspace. The pilot the asked; 'Was that for Aircraft X?' I replied 'Affirmative; turn 180 degrees left immediately to avoid Boise airspace. The pilot; not following my instruction; proceeded to tell me 'But I'm a Medevac' and asked what he should do and if the airport was closed. I repeated my clearance and told him that it was open but Big Sky would not take the handoff on his flight. The aircraft made its first turn on the boundary of Big Sky airspace then Big Sky took the handoff resulting in a loss of separation from airspace. We have been having a lot of problems with Big Sky not taking handoffs and Management is aware. The 'descend via' clearances put us at greater risk and add significantly to our workload on a sector that is already difficult.We need to seriously consider deleting or changing the 'descend via' procedures to stop at FL170 for BOI arrivals. Another alternative is to reclaim some of Big Sky's airspace vertically. This is becoming a major problem and needs attention.




Synopsis: ZLC ARTCC Controller reported an airspace violation due to the approach control not taking a handoff in a timely manner; and a late turn to avoid the airspace by the reporter.
Date: 201511
Local time of day: 0001-0600
Location: TUS.Airport, AZ
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Fan Blade
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I performed my postflight walkaround and apparently missed that there was engine blade damage on the number two engine. I totally missed it while doing my postflight and it cancelled the originating flight in the morning because of it. Lighting on the ramp was dark; and even though I had my flashlight with me; I failed to notice this. It came to my attention the next morning how the flight cancelled for something I should have caught the night before.




Synopsis: A B737 pilot failed to see blade damage on number two engine during post flight inspection.
Date: 202112
Local time of day: 0001-0600
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: Communication Systems
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Line Check Airman/Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: While operating Aircraft X we received a 'Cell call' message on ACARS from our Dispatcher. The message informed us that we were NORDO and that we needed to contact center on Frequency X. In the 5 mins prior the radios were quiet. For the night in particular; we didn't find this to be that unusual because radio chatter had already been sporadic. Guard was tuned on VHF 2; however we turned it down due to unnecessary chatter earlier in the flight.As a procedure; guard should be tuned; and selected in VHF 2 with the volume turned up loud enough to be heard. If radio chatter becomes unnecessary and distracting then guard should be turned down for no longer than 5 minutes. This could alleviate any potential NORDO incidents in the future.




Synopsis: Air carrier Captain reported being NORDO and having 121.5 Guard frequency turned down because of unnecessary chatter.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: A320
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: FMS/FMC
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On a vector to intercept localizer; both FMGC's dropped all data and we lost NAV radios; maps; cabin pressure controller and managed speed. Declared emergency; took vectors to work the problem. First Officer emailed Dispatch looking for VFR. I manually inserted the ILS into the RMP; got a good ident; depressurized the aircraft; and flew an ILS with selected speed to a normal landing.


Second narrative: Approach assigned a turn off the arrival; vectoring for the ILS at 4;000 FT in IFR conditions. With turn to heading; I saw that my display now said map not available. I checked and saw that Captain's display also said map not available. Neither FMGC displayed navigation information. Then ECAM alarmed Cabin Landing Elev not set - use manual pressurization. We asked for vectors off approach to try to investigate situation. ACARS to Dispatch for closest VFR weather; Captain asked ATC for weather at nearby airports and declared Emergency Aircraft. Manually tuned ILS available on Captain's radio and set inbound course. [We] received good ident and DME asked for vectors to ILS. Manually depressurized aircraft to landing elevation; used selected speeds for approach and landing.


Synopsis: A320 flight crew reports dual FMGC failure during approach in IMC. The ILS frequency is successfully tuned using the RMP and the flight lands at destination after manually depressurizing the aircraft.
Date: 201903
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Manuals; Incorrect / Not Installed / Unavailable Part
Primary problem: Manuals

Narrative: The installed captain ADC [Air Data Computer] (left) mfg p/n [Manufacturer Part Number] was incorrect as per IPC although the [Air Carrier Part Number] was correct. The discrepancy was noticed while completing post job paper work. The correct part was then installed prior to the aircraft departing.




Synopsis: Maintenance Technician reported discovering wrong part listed in Illustrated Parts Catalog; error was fixed and correct part was installed instead.
Date: 202101
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other All Phases
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Routine Inspection; Pre-flight; In-flight; Aircraft In Service At Gate; Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I do not feel safe flying in an environment with passengers who do not wear their masks over their noses and mouths.  The Company's policy is not effective.  People should not be allowed to wear gaiters and bandannas.  Flights should not be booked full.  Flight attendants are not protected.  Look at the numbers of infected flight attendants since the loads have gone up.  Our Company is not notifying flight attendants in a timely manner when exposed.  This is outrageous.  I am absolutely 100% disappointed with the Company's lack of care for their frontline workers.




Synopsis: Flight Attendant reported feeling the company is not doing enough to protect the frontline employees during the pandemic.