elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Fluid
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the climb through FL250; we received an amber 'HYD 2 LO PRESS' caution message.  Since the Captain was the PM; the First Officer took the controls and radios and the Captain ran the proper QRH procedure.  At first; the quantity in system two was exactly 5% and pressure was 2;900 PSI; so I turned the HYD 2B pump on; and monitored the system parameters; per the QRH.  About five minutes later; with the system two quantity still at 5%; the system two pressure dropped to zero.  Accompanying this was a noticeable shift; perhaps a roll; in the aircraft attitude. The shift was noticeable; but not extreme.  I then reran the QRH with the pressure at zero PSI; and this instructed me to turn the pump off.  I immediately turned HYD pump 2B off.  Continuing with the QRH; we declared an emergency and headed to the nearest suitable airport.  I knew that a nearby airport; in addition to being the closest airport; also had long runways and was a company station.  We completed the QRH; headed to the airport; and prepared for a visual approach.  With the wind at 360 at five KTS; we requested the longest north facing runway; even though the traffic flow was to the south runways.  We chose the longest runway; and declared an emergency; because the QRH revealed an increase in landing distance.  I then notified the Flight Attendant; and the passengers.  I performed a landing distance assessment; and we continued the approach.  Due to my First Officer's relatively low time in the CRJ-200 compared to my time; I assumed the controls for the visual approach and landing.  We landed without incident; and proceeded to the gate with the escort from the emergency vehicles.  Overall the situation was handled in a safe; professional manner by all people involved.




Synopsis: CRJ-200 had a 'HYD 2 LO PRESS' caution message climbing through FL250.  The crew complied with QRH procedures and diverted to the nearest suitable airport; landing with the number two hydraulic system failed due to loss of fluid.
Date: 201508
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Aircraft component: Aircraft Documentation
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part; Human Factors; Chart Or Publication
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Crew departed with new aircraft. We completely forgot about our RVSM paperwork not being complete and climbed up into RVSM airspace without advising ATC. We briefly leveled at FL350 then continued climbing to FL410. It was then that we realized our mistake and notified ATC. They approved a climb out of RVSM airspace to FL430. We were told to call ATC when we landed.Previously the aircraft completed several high altitude acceptance test flights before departing (including an RVSM monitoring flight). We preregistered with the ORL FSDO and all that was needed was a copy of our aircraft registration and airworthiness certificate to complete the RVSM LOA. The [aircraft] fleet and our crew is RVSM certified and has been flying in RVSM airspace since the RVSM program was initiated.At no time was there ever a safety issue in this scenario! This is nothing but a paperwork issue. The plane and crew are capable of safely operating in RVSM airspace. Two pieces of paperwork unrelated to RVSM were not at our FSDO to complete our LOA. Finally; ATC would not have been aware of this issue had we not confessed our error.


Second narrative: [Report Narrative Contained No Additional Information.]


Synopsis: A light transport flight crew reported entering RVSM airspace with incomplete RVSM paperwork. They realized their mistake; notified ATC; and were then climbed above RVSM airspace.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Challenger Jet Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: In this situation an ASDE-X go-around alert was generated for an intersecting runway operation between two arriving aircraft. Aircraft 1 (a B737) was on roughly a 2 mile final for Runway XXL as Aircraft 2 (a CL60) was rolling out on Runway YY. The CL60 touched down late; and in my judgment; was moving too quickly to be instructed to hold short of Runway XXL. The most expeditious route for the CL60 was to enter Runway XXL with a left turn and join the high speed taxiway. This was the instruction the CL60 was issued and the aircraft read the instruction back and complied. When the B737 was on short final an ASDE-X go-around alert was generated. The CL60 was clearing Runway XXL and moving away unobstructed as the alert was generated. In my judgment (and in accordance with 7110.65 3-6-4(b)) I did NOT issue go-around instructions as appropriate action had already been taken to ensure intersecting runway separation. The ASDE-X alert was logged by the Front Line Manager as required. In this case runway separation existed at all times and there was NO over-flight of the CL60 by the B737. The situation was close but in my judgment would work out. I was aware that the ASDE-X might generate an alert and was watching both aircraft closely. The ASDE-X alert does have a 'shock' effect on other controllers in the Tower cab unless you warn them that an alert might be generated. I would recommend warning others in the cab in situations like this whenever able as it is far less disturbing to the operation when everyone knows it is coming.




Synopsis: Tower Controller described an ASDE-X Alarm event activated even though the conflicting aircraft was obviously clear of the landing runway.
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Below 300 AGL; on ILS; the aural warning 'TOO LOW; GEAR' activated. We confirmed the Gear was down and locked. (All three Green). Flaps at 30. No EICAS message. I decided to execute a go-around. On downwind; no applicable checklist to review. We didn't find any other discrepancies: No circuit breakers popped or status message. The second approach and landing was uneventful... Discrepancy written in logbook.


Second narrative: On approach at 200 feet AGL with gear down and 3 green and no [EICAS] warning received 'to low gear' warning; executed go around and came in for a new approach to landing without any warning.


Synopsis: A B767-300 flight crew experienced a 'too low gear' GPWS warning at 200 feet AGL and went around. The gear indicators showed the gear to be down and three green. The next approach was uneventful.
Date: 202012
Local time of day: 1801-2400
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: HF SSB
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Workload; Time Pressure; Situational Awareness; Physiological - Other; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Due to numerous changes with airspace closures/restrictions due COVID cleaning at ARTCC's; I was so concerned with keeping this flight out of ETOPs areas while still avoiding airspace closures; that I totally missed the requirement for HF communication when the flight dipped into ZZZ (oceanic) airspace.May be [good to] have an alert reminding us to check for HF requirement when routing thru specific FIRs.




Synopsis: Dispatcher reported being distracted by ATC Zero events; airspace closures due to COVID and forgetting to inform a flight crew that HF radio communication would be necessary.
Date: 201702
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Right Engine Pressure Ratio with auto throttles MEL. At 1;500 feet AGL [I] called for VNAV and it [would] not engage. Directed the FO to troubleshoot the situation. At 3;000 we cleaned [up] the airplane and performed the after takeoff checklist; while getting vectors from departure with new altitude assignment. I was hand flying the airplane. VNAV still would not engage; directed the FO to engage FLTCH and both tiles then engaged (green). FO tried to disengage the VNAV mode; and it would not disengage. We leveled off at 14;000 with an overshoot of 200 feet; then finally at 14;000. I started to trouble shoot the situation. No EICAS. No status messages; no guidance on the QRH; even though we looked at it to see if we can find something. I was able to get the ALT hold mode and HDG to work; after disconnecting the flight directors; then connected the autopilot. However; I forgot to pull the power back. We had a red indication on the EGT (Exhaust Gas Temperature). FO called the anomaly; I pulled the power back on both engines; and condition was corrected. The engine over temp for less than 30 seconds before it was discovered. We continue to [destination] trying to troubleshoot the VNAV issue. We never got VNAV to work or FLTCH. Lowest level of automation was utilized; and I hand flew the airplane on descent and approach.


Second narrative: The malfunctioning VNAV started a chain of events that ended in us not properly managing the aircraft.


Synopsis: B757-200 flight crew reported they overshot a cleared altitude and exceeded temperature limitations on an engine while they were distracted by a VNAV issue.
Date: 201911
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb; Taxi
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We flew from enroute climb to parking with only the right pack operating. Upon arrival in ZZZZ; during taxi in; the First Officer and I both noted that we did not feel well.  Upon exiting the aircraft after the shutdown and secure checklists were complete; we both felt nauseated; with mild headaches and sore throats. We were both suspicious of atomized oil in the bleed system from the right pack. I had nausea the beginning of the morning with a headache and woke up from rest with a headache which didn't clear up until evening when we reported for duty. For our return flight; we planned to isolate both packs to determine if oil fumes were present. We operated both packs on the ground after start and during taxi. We sensed no abnormal odors during idle thrust and taxi. After takeoff and during climb we selected the left pack off; leaving just the right pack operating as we had accomplished on previous flight. Within minutes; we both determined that we began to have sore throats and there was no question that there were fumes/oil present in the cabin air. We selected the right pack off and the left pack on. After several minutes; the oil odor disappeared and with in another 10 minutes; our sore throats began to clear up. I wrote up a discrepancy for the odors coming from the right pack on log page on arrival.




Synopsis: B757-200 Captain reported experiencing physiological symptoms due to fumes during flight. On the return flight; the flight crew identified the right pack as the cause of the fumes.
Date: 201509
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After taxiing across runways 1L and 1R; we were instructed to hold short of Runway 28L. There was a line-up of departure aircraft for runways 1L and 1R; and a steady stream of arrivals for runway 28L and 28R. While we waited; holding short of Runway 28L; for approximately 15 minutes; a single controller was handling all arrivals; departures; and hold short operations. She was task saturated; working hard to keep up with traffic; as evidenced by several late landing clearances; minimum spacing between arrivals and departures on intersecting runways; and difficulty getting aircraft to exit the active runways where she wanted. After waiting approximately 15 minutes; we were instructed to cross Runway 28L and hold short of Runway 28R. The interval with arrival traffic was minimal; so we read back clearance and started to taxi forward. At my request; copilot called to reconfirm clearance. Not receiving a reply and/or confirmation; we stopped the aircraft a few feet past the hold-short line. After a short delay; the Tower Controller advised that we were not cleared to cross Runway 28L. We immediately informed her that we were 'across the hold-short line' (by several feet); based on our previous clearance to cross 28L. No response was received. The aircraft on final approached landed; and we again informed the Tower Controller that we were past the hold-short line. At that time; the controller sent the aircraft on final around and cleared us to cross Runway 28L and hold short of Runway 28R. We departed shortly thereafter.




Synopsis: B777 Captain reported a runway incursion at SFO when they misunderstood a taxi clearance.
Date: 201202
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb through approximately 10;000 FT; while on vector; the First Officer noticed arcing in the Captain's forward window at the bottom. I assumed control as pilot flying (PF) while the First Officer ran the QRH. We asked and received permission to level at 16;000 FT; and noticed the arcing and delamination was expanding in length along the bottom and right side of the window. We requested immediate return to the departure airport and was being vectored for the VOR/DME approach; when the outer pane shattered. I transfer control to the First Officer at that time; due to reduced visibility out my window. I notified Flight Control via ACARS that we were returning to the airport and called Operations with the same info. ATC said they were going to (and did) call out Airport Rescue and Fire Fighting (ARFF). The only exception to the event was my failure to declare an emergency as required by the FOM. We deemed it unnecessary due the fact that we were given vectors directly to the approach and the ARFF was called out. However; during post briefing we realize that a declaration of emergency is required for any deviation from destination or alternate.


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


Synopsis: A B757 Captain's windshield began arcing at about 12;000 FT and the outer pane shattered at 16;000 FT; so an emergency was declared while the aircraft returned to land at the departure airport.
Date: 201212
Local time of day: 0601-1200
Location: ONT.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ONT
ATC / advisory: TRACON SCT
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Captain
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA; Automation Aircraft RA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: Eight out on Localizer 26R in ONT at 6;000 MSL we received a TCAS TA followed by a TCAS RA. First RA; monitor V/S. Then descend. Descend pegged at 2;000 FPM down. ATC had just pointed out traffic. He told us to climb 300 feet which we complied with. We then received the two RAs which we complied with although ATC gave contrary directions to climb. We told ATC we were following the TCAS RA. The other aircraft was a low wing GA aircraft. I saw 200 feet altitude difference. We picked up the aircraft as it passed above us. After the event ended we were cleared to S-turn as needed to land 26R in ONT. Rest of flight was uneventful.


Second narrative: ATC called traffic at our right front; 500 feet below us; then cancelled our approach clearance and said that if we didn't have traffic in sight to climb 300 feet. I started the climb; and shortly thereafter we received a TCAS RA telling us to descend at least 2;000 FPM. We were complying with the RA when both the First Officer and I saw the traffic; a light GA aircraft which passed slightly ahead of us heading southwest and around 200 feet above our altitude.


Synopsis: A B737-300 suffered a close encounter with a light aircraft while on approach to ONT. TCAS and ATC gave conflicting resolution advisories and the flight crew appropriately follows those from TCAS. The vertical separation was approximated at 200 feet but no horizontal estimate was provided.