elihoole/asrs-aviation-reports huggingface dataset:
Date: 201204
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction; Communication Breakdown; Time Pressure; Workload
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were leaving oceanic airspace and establishing VHF COMM with ATC. The ACARS also established VHF COMM; and we started receiving ACARS messages pertaining to maintenance messages we had sent earlier. We were also getting ATIS and IN-RANGE information on ACARS. We heard a lot of traffic inbound to LAX; and for that reason I decided to change the briefing to Runway 24R; which we were subsequently assigned. In programming the FMC; I entered a crossing restriction at VTU (on the SADDE ARRIVAL) as follows: '110/250'. The restriction at VTU is for 250 KTS and 11;000 FT. The correct entry would be '250/110'; and we immediately saw that; and corrected this entry. However; we also had an ATC issued crossing for 60W of VTU at FL190. THAT active entry surely vanished when I made my typographical error; and I did not realize it. The FMC likely discarded the FL190 restriction when I erroneously typed in a '110/250' (The box interprets this as 110 KTS and FL250). We passed the desired TOD while briefing; and acknowledging messages; and I failed to make 60W of VTU at FL190. We were ten miles from there when we told ATC we would not be able to make it. ATC acknowledged; left us on course; and said to just fly 'best rate of descent to FL190'. Nice Controller. We apologized. He seemed not very concerned.




Synopsis: A B767 First Officer on the Oceanic LAX SADDE Arrival was issued a constraint 60 west of VTU at FL190; but a previous FMC programming error correction deleted the restriction which caused them cross the restriction high.
Date: 201301
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was on my rest break and when I returned was told we had loss of Green HYD System. Dispatch and Maintenance had been made aware of status. Said we didn't need to divert; and decision was made to proceed to [destination.] ATC was aware of our status upon check in. Requested equipment standing by. ATC said that they were declaring emergency. We landed; stopped on runway; and were towed in to gate.




Synopsis: A330-300 First Officer reported loss of Green hydraulic system enroute. Flight declared an emergency and landed uneventfully at destination.
Date: 201909
Local time of day: 1201-1800
Location: SLC.Airport, UT
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
ATC / advisory: Tower SLC
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance
Contributing factors: Procedure; ATC Equipment / Nav Facility / Buildings; Human Factors; Company Policy
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Arrived to work this morning to one of the most unsafe environments I have ever seen in my many years of air traffic. Our ASDE-X (Airport Service Detection Equipment) was out of service. Which is a major equipment outage for us. There is no redundancy for runway incursions. Management decided that there was no need to change the traffic flow or try to limit our arrival rate with this major outage. Not only that; we were short staffed. I worked part of this session combined up with Clearance Delivery. This was very stressful as the frequency congestion was immense. I was trying to write down the arrivals but there was no way I could keep up. I lost track of aircraft several times and put pressure on the local controllers to try and keep track of my departure sequence. There is no way I could scan for runway incursions or really be of any help. This was a dangerous situation. If it is repeated; it will put this facility at risk of a dangerous and possibly catastrophic event. There were delays for inbound and outbound traffic. But more importantly; the safety redundancy that should exist at a major airport was gone. This staffing shortage for this day shift was known for a while; and yet nothing was done about it. The 'We will get by' attitude has struck again at SLC Tower. Only this time there was an unplanned outage which put a major risk on the system. From my perspective; there was nothing done to improve the situation when the equipment outage was known. This is gross negligence. It is leaving the controllers to fend for themselves in a very dangerous situation.We need management that cares about safety first and foremost. To leave the work force in those conditions is outrageous. The facility should come up with a plan for ASDE-X outages; there is no contingency plan; it's just; fly by the seat of your pants. It was dangerous to fly into and out of Salt Lake airport today.




Synopsis: SLC Tower Controller reported that in addition to the ASDE-X being out of service; controllers were short staffed and overwhelmed causing an increasingly unsafe environment.
Date: 201901
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 2
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Oil Contents Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
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; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: On takeoff; we experienced an erratic left engine low oil quantity indication. After leveling off at 5;000 feet; the engine oil indication returned to normal range. However; the oil quantity indication was fluctuating abnormally. As a precaution; we elected to return to ZZZ to allow Maintenance an opportunity to correct the issue. Although the visibility was 2 NM at the FAF; we did not see the field at minimums. Subsequently; we diverted to our takeoff alternate without further incident.


Second narrative: On initial takeoff we experienced oil quantity fluctuations on #1 engine between 16 to 55. We leveled at 5;000 feet MSL and coordinated for return to ZZZ for Maintenance. ATIS information reported OVC 004 and two mile visibility. We shot ILS and executed a go-around at minimums due to ceilings and visibility below minimums. We diverted to our departure alternate without further incident.


Synopsis: B737 flight crew reported diverting due to an engine oil indication malfunction.
Date: 201908
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight; Pre-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After engine start and bleed configuration; a faint 'dirty socks' smell was detected. The odor only lasted a few minutes then dissipated. During takeoff; the odor returned and was far more intense. The odor remained through approximately FL250. No visible fumes were observed but the odor was strong enough to be distracting; although it was difficult to determine if any physical effects were present. After passing FL250; the odor was no longer present. After landing; the left engine was secured; and the odor returned temporarily. A maintenance log entry was made of the event; and that aerosolized oil was suspected to be entering the bleed system; and MX personnel stated an inspection would be conducted. We were to have a 3.5 hour sit; then fly the same aircraft; but the inspection forced a tail swap.  I happen to speak with a crew member who flew the aircraft after the maintenance inspection; which was unable to be duplicated the odor. After the flight; that crew member also detected the 'dirty sock' smell but did not notate the event because they were under the assumption the smell was due to a 'dirty air filter.' Unfortunately; most pilot are unaware; due to lack of company training/notification; that this condition is toxic to the aircraft occupants and should be addressed. Much documentation has been made of the engine oil additive TCP: (TCP; used as additives to all aviation engine oils to reduce wear; are not intended for consumption; acute symptoms include stomach cramping; muscle aches and sinus congestion which may be mistaken for flu or food poisoning and can lead to delayed onset of OPICN (Organophosphate Induced Chronic Neurotoxicity)'); which produces this odor; but a lack of industry training is problematic.




Synopsis: B767-300ER Captain reported a 'dirty socks' odor after engine start which dissipated and returned after landing.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Traffic pattern
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: Approaching the ZZZ airport I was instructed to enter right traffic for[Runway] XXR; #3 following a Cessna on downwind. I acknowledged the instruction; advised I was looking for traffic; and slowed to approximately 70 KIAS.Approaching mid-field downwind I saw a Cessna about 500 ft to my right at the same altitude. I was not able to see the other aircraft initially because it was obscured by my wing. The pilot if the other aircraft announced on the radio the he had a traffic conflict and we both turned opposite directions. The tower controller acknowledged the situation and provided instructions to resolve the conflict. We both landed safely. I believe that this situation could have been avoided if the Tower Controller provided more accurate position reports; and more closely monitored the progress of approaching traffic on radar.




Synopsis: C172 pilot reported a Near Mid Air Collision while in the traffic pattern and took evasive action.
Date: 201206
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Captain
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While being vectored to a visual approach to Runway 24R at LAX and approximately 9 DME from the runway; we received a TCAS RA for pop up traffic at our 10-11 o'clock. We were vectored to our base turn from downwind by ATC as they became aware of the traffic conflict. Our aircraft was passing 3;300 FT in a descent to 3;000 FT when the RA was received. We executed a TCAS avoidance procedures as described in the FOM; executing a level off to very slight climb in accordance with TCAS guidance. Audible 'Adjust Vertical Speed' was issued by the TCAS system. System showed the nearest point of separation to be 400 FT. ATC advised us that conflict aircraft was 'not supposed to be there' and was apparently not in contact with them.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: B737-700 experienced NMAC on downwind at LAX from an aircraft who was not talking to ATC.
Date: 201911
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuel Storage System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight; Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft was in ZZZ for a few days with an engine issue. Was repaired and we dead headed up to fly to ZZZ1. Operations folks drove us to jet. 100 ft. away; an obvious puddle was on ramp and it was suspected to be fuel. Fuel was observed streaming from a weep hole on the inner left wing. MRM (Maintenance Resource Management) entered and [Technical Support Maintenance Control] contacted. Plane was placed out of service with a fuel leak.




Synopsis: Captain reported a puddle of fuel on the ground and a fuel leak coming from weep hole in the wing.
Date: 201905
Local time of day: 0601-1200
Location: ZLC.ARTCC, UT
Aircraft: Eclipse 500
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; 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
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I issued an instruction for a pilot to cross a fix at 14;000 feet. Due to a departure I restated the instruction telling the pilot to descend at 2;000 feet per minute to and maintain 14;000 feet. The pilot read back 14;000 feet and descended. The radar screen showed the pilot level; and I went through a scan. When I next saw the aircraft he was descending through 13;300 feet with a minimum IFR altitude of 12;900 feet right below him. I climbed him to 14000 feet and he read it back. His next radar update went through 12;900 feet; so I issued a safety alert. The aircraft finally stopped descending and climbed back to 14;000 feet at 11;700 feet. The pilot read back properly; so I don't have anything.




Synopsis: ZLC Center Controller reported they observed an aircraft descend below their assigned altitude and below the Minimum IFR Altitude.
Date: 201210
Local time of day: 0601-1200
Location: PRC.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground PRC
Second aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Reporter organization: Personal
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Commercial student [reporter] and instructor pilot completed normal run-up procedures and were holding short of the runway at Taxiway D6. The aircraft was on the taxiway centerline of D6; and angled slightly (5-8 degrees) to allow for visibility of the approach end of the runway; as is normal operations per the Flight School. Student contacted Tower and stated holding short of [Runway] 21L at this position. The Tower replied '...Roger.' A few seconds later; a Saratoga type aircraft completed their run-up in the run-up area. The Saratoga then called Tower frequency and advised they were also ready for departure. Tower then cleared the Saratoga for departure on Runway 21L via D6. The Saratoga began moving and stated that they were cleared for departure. Tower asked if they had enough room to maneuver past the Cessna that was positioned in the center of the taxiway; they stated they did. The Saratoga continued their taxi with its wing below the wing of the Cessna; coming in at least two feet from the wingtip. As the Saratoga wing passed; it came within inches of striking the propeller of the Cessna; due to the canted angle of the aircraft. The moving aircraft also had one main gear in the dirt area as they passed. The Saratoga departed; followed shortly after by the Cessna.It is the belief of the student that this event compromised the safety parameters of the Cessna aircraft; and Tower allowing this was unsafe and unnecessary.




Synopsis: C172 Commercial student pilot holding short reports nearly being struck by a PA32 passing on the right after that pilot is cleared for takeoff by the Tower and asked if there is room to pass. The PA32 wing passes under the C172 wing and only inches from the spinning propeller with the right main gear off the taxiway.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
ATC / advisory: Ramp ZZZ
Second aircraft: B737 Next Generation Undifferentiated
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: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors; Airport
Primary problem: Aircraft

Narrative: While operating flight ZZZ to ZZZ1; Flight Operations sent note advising a 25 minute delay for Gate XX on arrival. We exited Tango Taxiway and were directed to taxi Bravo to hold short Bravo 4 and contact Ramp. We were held at B-4 until Ramp directed us to taxi Bravo to spot XX-X. There was another aircraft parked on spot XX-Y and there is no direction in company pages for guidance or clearance in parking in this area. It is poorly lit and the lines are difficult to see especially in the turn with other aircraft in close proximity. I ended up slightly left of the line about one and half ft. I referenced the parked aircraft and pulled slightly ahead of their wing closer to the box containing the guidance line number XX-X. Aircraft Y was cleared to spot XX-Y and parked on the line and its wing remained slightly behind. They were cleared first to their gate and made contact with our right wing tip. This occurred while they were taxing out on their line. After we deplaned and ramp personnel transported us to the terminal they requested I call Operations Control which I did not feel appropriate at the time and did not do.


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


Synopsis: A320 flight crew reported being hit by another aircraft which was maneuvering out a holding area.