elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Time Pressure; Workload; Situational Awareness; Distraction
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out; the Left Pack Trip Off illuminated. We consulted the QRH and cleared the Master Caution light. Prior to reaching the cruise altitude of FL370; the Left Pack Trip Off illuminated again followed by the Right Pack Trip Off. We immediately donned our oxygen masks and informed ATC we were performing an emergency descent. The Captain was flying and told ATC we wanted to divert to an airport which was close to our en route position. After completing the QRH; we coordinated with Dispatch and it was determined we were going to land overweight at approximately 134;000 LBS. We declared an emergency with ATC; informed the flight attendants and the passengers. We landed overweight without incident. The emergency personnel standing by inspected the brakes before we continued the taxi to the gate.


Second narrative: [This report contains no additional information.]


Synopsis: A B737-700 Left Pack Tripped Off during climb but reset. It tripped again at cruise; followed by the Right Pack Trip; so an emergency was declared and the flight diverted to a nearby airport.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Challenger 350
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class C ZZZ
ATC / advisory: Ramp ZZZ
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness; Communication Breakdown; Confusion
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: As a crew we briefed the ground crew as our wingtip clearance was going to need wing-walker assistance to advise the Captain flying (Left wing) if there was ample clearance upon engine start to taxi phase at FBO. The crew briefed the ground crew and expected visual signals to be communicated as the Captain began to slowly taxi and to turn the nose wheel towards the right to avoid any contact with the other jets wing. I was sitting in the right seat watching our right wing and looking for any communication as to what the ground crew has shared with the Captain.  As the Captain slowly began to turn right after the engines were started the left wing clipped the other airplanes wingtip. I did not see any wing-walkers in front of me nor did I visually see a line man in front of me. In retrospect we should have been more demanding for (3) wing tip walkers. The lack of communication from the linemen were not par with what I have experienced especially given our circumstances. We notified Ground to cancel our taxi clearance; we ran the engine shutdown checklist and verified the airplane was chocked as we opened the main cabin door for an inspection.




Synopsis: Challenger 350 First Officer reported wingtip strike with another aircraft after the flight crew attempted to taxi out of parking with an insufficient number of wing-walkers present.
Date: 201311
Local time of day: 0601-1200
Location: PWK.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D PWK
ATC / advisory: Tower PWK
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Westbound out of PWK at an initial cruising altitude of 1;800 MSL I was following a Cessna 172 that was also heading west at a higher altitude. The Cessna decided to descend to a lower altitude (he reported reaching 1;700 MSL) and as my aircraft was significantly faster I later overtook the Cessna with just a 100 FT vertical separation and minimal horizontal separation. I should have observed the standard overtaking procedure of passing to the right of the Cessna with adequate horizontal clearance.




Synopsis: The pilot of a VFR PA-28 failed to take appropriate corrective action when overtaking a Cessna 172 and passed just 100 FT over the Cessna.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZZ
Aircraft component: Landing Gear Indicating System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was Pilot Flying on approach. We were configured to gear down and flaps 20. I called for flaps 25 as we approached around 2;500 feet. As soon as flaps 25 was set; we got several chimes and caution messages. The autopilot kicked off along with auto throttles. I already had my hands on the controls at the time of the event. I noticed several caution messages displayed. They were L and R utility bus along with R GEN off. The stack of messages was growing and my first instinct was that we were about to experience a complete electrical failure. I asked for the APU to be started. Since we were on final approach; we considered landing until we noticed that the landing gear indicators were not indicating down and green. I then realized we were getting a gear warning horn with the gear in the down position. The Captain called for a go-around since the configuration of the aircraft could not be determined. We attempted to execute a go around procedure; however; the gear and flaps would not move. We decided to maintain configuration and get vectors from Approach Control. We established duties and the Captain began to run the QRH. It appeared as though the utility busses reset but the right generator remained off line. We reloaded the approach and briefed what to expect with the malfunction. We decided to land at flaps 25 and adjusted the approach speeds. On final we noticed that we still did not have three green lights for the gear. We considered another go around but gas was now down to 8;000 pounds. I asked the Captain to test the lights. He did and then rotated the indicator lights from bright to dim and back to bright again. For whatever reason; this action produced three green lights. The gear horn had also silenced. We landed the aircraft and taxied to the gate. We debriefed with maintenance. The mechanic found a left EEC status message was displayed after block in. We did not have this message in flight.




Synopsis: B767-300 First Officer reported executing a go-around after experiencing multiple system issues; including landing gear indicators and generator failure.
Date: 202104
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Engine Air Anti-Ice
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors; MEL; Aircraft
Primary problem: Procedure

Narrative: Working engine #1 cowl anti ice valve bright transit light; started to comply with MEL procedure to inoperative valve in open position. Aircraft was on a quick turn; while complying with MEL [I] was receiving other gate calls from multiple other aircraft with only two technicians working 8 gates. Proceeding to comply with MEL; [I] inadvertently disconnected [the] wrong connector as called out in MEL. Later; aircraft departed [and it was] discovered the anti-ice valve connector was removed. Called Maintenance Control and found aircraft diverted because of amber over pressure light illuminated. This is when we discovered the wrong connector was removed. Notified Maintenance Control and talked to Station Supervisor.




Synopsis: Technician reported disconnecting the wrong connector when complying with MEL procedures; causing a diversion and precautionary landing.
Date: 202006
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Private
Human factors: Distraction; Physiological - Other; Other / Unknown; Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Uneventful flight to ZZZZ ILS [Runway] XXL approach and landing. Upon landing we taxied clear of Runway XXL at L2 with no issues. Followed taxi instructions provided by ATC to continue taxi L2; L and cross XY/XZ. After turning right onto Lima at slow speed and on taxi centerline aircraft was pointed directly into the sun and the Captain reached down and grabbed a checklist from the aircraft dashboard. As aircraft continued on taxiway Lima and Captain placed checklist in window to block the sun he reached back down to grab the tiller and the aircraft veered to the right and then immediately seemed to accelerate to the right off the centerline. As this rapid movement happened the Captain yelled 'make it stop' and as the Pilot Monitoring I was already racing to put my feet onto the brakes well before departing the taxiway. The momentum of the aircraft was too great and the nose gear settled off the taxiway. During this time we were both standing on the brakes and the Captain had minimum reversers selected as a last ditch effort to stop the aircraft prior to departing the paved surface. We secured the right engine after departing; started the APU and secured the left engine. Towed back to ramp successfully. Improper use of tiller. While taxing keep both hands at all times on tiller and throttles.




Synopsis: B767 First Officer reported the Captain used improper taxi procedures causing the taxiway excursion.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 340/340A
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While enroute from ZZZ to ZZZ1 in VMC level at 15;000 MSL our MFD lost power. As we were troubleshooting this non-essential instrument (it is used primarily to display onboard RADAR) smoke came from behind the panel. There was a burning electrical smell. I immediately cut all power by turning off the avionics master. This stopped the smoke/smell. I then found the appropriate breaker and pulled it and restored avionics power as we donned oxygen masks. We then advised ATC and requested an immediate descent. We were within 10 miles of ZZZ2 and requested a vector to this airport and were cleared to descend by Center and given a vector to ZZZ2. We descended at 3;500 feet per minute and were given step down altitudes to rapidly line up to land on [Runway] XXL. We did require a right 270 degree turn to lose altitude and landed uneventfully. We taxied to the ramp and met the firefighters who examined the plane and found no evidence of fire. We have arranged for the avionics shop to investigate and repair the plane at ZZZ2.




Synopsis: Cessna 340 Single Pilot reported MFD (Multi Flight Displayed) failed; emitted smoke and burning odor. Pilot flew an uneventful diversion.
Date: 201906
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class C ZZZ
ATC / advisory: Ground ZZZ
Aircraft component: Hydraulic System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: There was ground delay program and ground stop into ORD. The crew stayed at the gate as much as possible to minimize the time for the passengers on the aircraft sitting outside the runway. Right before the first tier of ground stop was about to expire at 00:00Z; passengers began to board and crew prepared for the flight. After block out from the gate and while taxiing to the runway for departure; ATC (Air Traffic Control) updated estimated departure clearance time to 00:30Z. Crew decided to hold short of runway 36 on the taxiway D with the slope and had permission from ATC to shutdown engines. Parking brake was set and APU (Auxiliary Power Unit) was still running; but turned hydraulic pump 3A off; leading to the situation that parking brake lost pressure and airplane started to roll back outside taxiway and both right and left main gears fall into the grass area. While rolling back into the grass; crew attempted to restart the engines to prevent rolling back but it was too late to stop the airplane. No damage on airplane was found except the right main gear door was bent. ORD ground stop and delay program led the crew to shutdown engines; and crew made a mistake to turn the hydraulic pump 3A off.Always keep the hydraulic pump 3A on when shutting down the engines anywhere besides gate or chocks are in.


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


Synopsis: CRJ-200 flight crew reported a taxiway excursion while holding for takeoff.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The right engine began to shake violently; but was indicating normal around 1;500 feet MSL. I climbed to 2;000 feet and told ATC we were returning to the departure airport; as a precaution. ATC cleared me for the visual approach and switched me over to Tower. Tower cleared me to land on 30L. The right engine shook the rest of the flight. The precautionary landing was made without incident.




Synopsis: A 402C's right engine began shaking violently after takeoff so the Captain returned to make a precautionary landing at the departure airport.
Date: 201507
Local time of day: 1201-1800
Location: CRQ.Tower, CA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Glider; Flight Crew Private
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The S-10 VT that I was flying is a German high performance motor glider with a L/D with engine off of over 50/1. I regularly switch from power to glide mode; after all; that is what the aircraft is made for. In this particular instance; I was flying to [ZZZ]. At approximately 15NM from [ZZZ] I called the tower at [ZZZ] to request landing. Tower informed me that communication was unreadable. I tried three additional times with the same result. Since the aircraft only has one radio; I tried different techniques to make the radio work. Finally; I tried shutting the engine off to see if that was better. It worked; so I let the controller know that I had turned the engine off. After some silence; he cleared me to land. On final approach; I heard another aircraft calling to land behind me when the controller announce there was an emergency in progress. After landing I realize the emergency was called because I shut the engine off.I believe the cause of the event is the result of miscommunication and radio equipment malfunction. There could also be a possibility that the controller was not familiar with the Stemme S-10 capabilities. At 4;000 feet of altitude and 5NM from the airport; there was no risk whatsoever as the aircraft could have glided for about 30NM and stay in the air for about 30 minutes. To avoid having a similar problem in the future; the aircraft is schedule to have a new radio installed.




Synopsis: Stemme S-10 VT motor glider pilot reported the Tower controller at his destination was apparently not aware of his glide capabilities and overreacted when he shut the engine down on approach.
Date: 201901
Local time of day: 0001-0600
Location: IAD.Airport, DC
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower IAD
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Returned To Gate
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Human Factors

Narrative: I was working Local Control 1;2;3 all combined during the departure bank. There had been 6 inches of snow the previous night. This was the second departure bank of the day and we only had 1 or 2 aircraft say that they needed to de-ice. There were 4-5 aircraft lined up depart 30. 2-3 lined up to depart 1C. A pilot asked me on the frequency if the EMB was planning to depart. He then advised that the EMB had snow and ice covering the leading edges of the wing and all over the tail of the aircraft. The EMB pilot of Aircraft X advised that they were told that the aircraft had been de-iced at the gate. I pulled Aircraft X out of the departure line up to return to the Ground Controller to de-ice. I am concerned that if this aircraft had departed it could have been disastrous. I thought all pilots physically walk around the outside of an aircraft before leaving the gate. That way they would have known that they were still covered in snow and ice. Advise [airline] to have their pilots visually check the aircraft before leaving the gate.




Synopsis: Dulles Tower Controller reported being advised an aircraft with snow and ice covering aircraft surfaces was in line ready to depart.